JP2010007847A - Oil supply structure for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To surely prevent a lack of oil supply to a counter shaft or a drive shaft when restarting an engine. <P>SOLUTION: In an engine of a shaft drive type motorcycle, a crank shaft 31, a counter shaft 32 and a drive shaft 33 are arranged to be rotatably supported in order in parallel with each other inside an engine case 20. A bevel drive gear 62 is integrally provided with the drive shaft for rotation, and a bevel driven gear 63 to be engaged with the bevel drive gear is integrally provided with a drive shaft for rotation, and engine power is transmitted to a rear wheel through the driven shaft 61 and a propeller shaft 22. The engine of the shaft drive type motorcycle has an oil passage 77 for supplying oil from an oil pump to the drive shaft 33, and the oil passage comprises a first oil reservoir part 85 near a shaft end of the counter shaft on a side wherein the bevel drive gear and the bevel driven gear are arranged, and oil is led to the drive shaft 33 through the first oil reservoir part. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an engine oil supply structure in a shaft drive type motorcycle that transmits engine power to drive wheels via a bevel gear unit and a propeller shaft.

  In a shaft drive type motorcycle engine, the rotational force of a crankshaft is transmitted to a propeller shaft via a bevel drive gear and a bevel driven gear (bevel gear unit) to drive the drive wheels.

In the engine described in Patent Document 1, the lubricating oil (oil) from the oil pump (P) is supplied to the oil supply passage (31) inside the counter shaft (3) through the oil supply passage (36) and the oil supply pipe (37). What is supplied to is disclosed. Further, in the engine described in Patent Document 2, an oil reservoir (51) is provided in the bevel gear chamber (7), and the oil flows out to a position where a predetermined amount of lubricating oil is always accumulated in the oil reservoir (51). What formed the hole (52) is disclosed.
Japanese Patent Publication No.62-56386 Japanese Patent Publication No.62-36127

  However, in the engine described in Patent Document 1, in order to supply the lubricating oil from the shaft end of the countershaft (3), the output shaft (24) must be arranged behind the countershaft (3) in the vehicle. Since the bevel gear case (21) is disposed rearward, the body frame needs to be greatly curved outward in the vehicle width direction to circumvent this, and the rigidity of the body frame is reduced. . Further, in the engine described in Patent Document 1, since the lubricating oil inside the bevel gear case (21) flows out by its own weight when the engine is stopped, there is a risk of insufficient lubrication when the engine is restarted.

  Further, in the engine described in Patent Document 2, the lubricating oil lifted up by the bevel gear (bevel gear) flows into the oil passage (58) inside the buffer shaft (19), so that the shock absorber is provided from the oil passage (58). Since each part is lubricated, the amount of oil flowing into the oil passage (58) is insufficient when the engine is restarted, and the shock absorber may not be sufficiently lubricated.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an engine oil supply structure that can reliably prevent a shortage of oil supply to a countershaft and a drive shaft when the engine is restarted.

  The present invention is an engine of a shaft drive type motorcycle, and in this engine, a crankshaft, a counter shaft and a drive shaft which are parallel to each other are sequentially arranged inside an engine case, and each shaft can be rotated. A bevel drive gear is rotatably provided on the drive shaft, and the engine power is transmitted to the drive wheels via a propeller shaft that is integrally provided with a bevel driven gear that meshes with the bevel drive gear. An oil passage for supplying oil from a pump to the drive shaft, the oil passage having a first oil reservoir near an end of the counter shaft on the side where the bevel drive gear and the bevel driven gear are disposed; Through the first oil reservoir. It is characterized in that is configured to direct the oil to the drive shaft.

  According to the present invention, since the first oil reservoir is provided in the vicinity of the shaft end of the countershaft, the oil can be held in the first oil reservoir when the engine is stopped. Since the counter shaft is located close to the drive shaft, oil can be supplied from the first oil reservoir to the drive shaft at the time of restarting. As a result, there is insufficient oil supply to the counter shaft and drive shaft at the time of engine restart. It can be surely prevented.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a left side view showing a motorcycle equipped with an engine to which an embodiment of an oil supply structure for an engine according to the present invention is applied. FIG. 2 is a cross-sectional view showing the inside of the engine of FIG. FIG. 3 is an enlarged cross-sectional view of a part of FIG. FIG. 4 is a perspective view showing the engine case of FIG.

  The motorcycle 1 includes a vehicle body frame 2 mainly formed of a steel pipe and formed in a double cradle type. A V-type engine 3 having two front and rear cylinders is mounted on a front half portion (double cradle portion) of the vehicle body frame 2. A fuel tank 4 is placed on the vehicle body frame 2 so as to be positioned above the V-type engine 3. A seat 5 and a rear cowling 6 are sequentially arranged behind the fuel tank 4, and a pair of left and right steps 7 are provided near the front lower portion of the V-type engine 3. A radiator 8 is installed on the front surface of the vehicle body frame 2.

  A front fork 10 that supports a front wheel 9 is pivotally supported on the front head of the vehicle body frame 2 together with a handle bar 11, a headlamp 12, a front fender 13, and the like so as to be rotatable left and right. On the other hand, on a pivot shaft 15 installed in the center lower part of the vehicle body frame 2 in the vehicle width direction, a trifurcated swing arm 17 that supports the rear wheel 16 in the rear half of the vehicle body frame 2 is rotatable up and down. It is pivotally supported. A rear wheel suspension device (not shown) is provided near the base of the swing arm 17.

  The V-type engine 3 includes two front and rear cylinder portions 21F and 21R that are inclined in the vehicle front-rear direction at the top of the engine case 20. The sandwiching angle between the cylinder portions 21F and 21R is set to a narrow angle of about 55 °, for example, and an intake device (not shown) is disposed near the upper portions of the cylinder portions 21F and 21R, for example. The output of the V-type engine 3 is transmitted to the rear wheel 16 as a drive wheel by a propeller shaft 22 inserted into the center arm of the swing arm 17.

  As shown in FIGS. 2 and 4, the engine case 20 of the V-type engine 3 is a left-right split type configured by joining a right engine case 23 and a left engine case 24. In the engine case 20, an oil filter 25 (FIGS. 5 and 6) is installed at a lower front portion of the right engine case 23, and a clutch cover 26 is joined to a side portion of the right engine case 23. In addition, a magnet cover 27 is joined to the left engine case 24 in front of the side, and a gear case cover 29 that covers a bevel gear unit 64 (described later) is joined to the rear gear case part 28.

  In the engine case 20, a crankshaft 31, a countershaft 32, and a drive shaft 33 extend in the vehicle width direction, and are sequentially arranged in parallel from the vehicle front side to the rear side. The crankshaft 31 is rotatably supported by a plurality of metal bearings 34, and the counter shaft 32 and the drive shaft 33 are rotatably supported by a pair of bearings 35 and 36 and bearings 37 and 38, respectively.

  A crank pin 39 and a crank web 40 are integrally formed at an intermediate portion of the crankshaft 31 and two connecting rods (not shown) are continuously provided. At the left end of the crankshaft 31, a flywheel magnet 41 that rotates integrally with the crankshaft 31 and a starter driven gear 42 that can rotate relative to the crankshaft 31 are provided. A starter driven gear 42 is provided via a one-way type starter clutch 19. Is connected to the flywheel magnet 41. A primary drive gear 43 is provided at the right end of the crankshaft 31 via a primary damper 44.

  As shown in FIGS. 2 and 3, a primary driven gear 45 is rotatably supported on one end side of the counter shaft 32, for example, the right side of the right bearing 36 via a bearing 46, and a clutch device 47 is provided on the right side thereof. It is done. A clutch release mechanism (not shown) is provided on the other end side of the counter shaft 32, for example, in the vicinity of the left bearing 35. A primary drive gear 43 provided on the crankshaft 31 meshes with a primary driven gear 45.

  The clutch device 47 is a general multi-plate clutch for a motorcycle, and includes a clutch housing 48, a clutch hub 49, a pressure plate 50, a plurality of drive plates 51 and a driven plate 52, a clutch spring 53, and a clutch. A release piece 54 is provided.

  The clutch housing 48 is provided integrally with the right side surface of the primary driven gear 45 via a plurality of clutch dampers 55 and a plurality of rivet pins 56. Each drive plate 51 is incorporated in the inner periphery of the clutch housing 48 and is provided integrally with the clutch housing 48 so as to be rotatable and movable in the axial direction.

  On the other hand, the clutch hub 49 is coupled to the right end of the countershaft 32 by the spline 30 so as to be integrally rotated. Each driven plate 52 is incorporated in the outer periphery of the clutch hub 49, and is provided so as to rotate together with the clutch hub 49 and move in the axial direction.

  The drive plates 51 and the driven plates 52 are alternately stacked, and the drive plates 51 and the driven plates 52 are pressed against the clutch hub 49 by the pressure plate 50 biased by the clutch spring 53. The clutch housing 48 and the clutch hub 49 are rotated and integrated by the frictional force between the drive plate 51 and each driven plate 52, and the rotation of the crankshaft 31 is transmitted to the countershaft 32 and later.

  A clutch release mechanism (not shown) is connected to a clutch release rod 58 via a clutch release bar 57, and the clutch release rod 58 is connected to a clutch release piece 54. The clutch release rod 58 is inserted through a hollow portion in the counter shaft 32. When the clutch lever 59 shown in FIG. 1 is gripped, the clutch release piece 54 is moved to the clutch device 47 side (right side) via the clutch release bar 57 and the clutch release rod 58.

  Then, the clutch release piece 54 moves the pressure plate 50 to the right against the urging force of the clutch spring 53, and the friction engagement between each drive plate 51 and each driven plate 52 is released, so that the clutch device 47 is connected. The rotation of the primary driven gear 45 is interrupted with respect to the counter shaft 32. When the clutch lever 59 is released, the clutch device 47 is connected, and the rotation of the crankshaft 31 is transmitted to the counter shaft 32 via the primary drive gear 43, the primary driven gear 45 and the clutch device 47.

  Transmission gears A1 to A5 are provided between the left and right bearings 35 and 36 that support the counter shaft 32, and transmission gears B1 to B5 are provided between the left and right bearings 37 and 38 that support the drive shaft 33. These transmission gears A1 and B1, A2 and B2, A3 and B3, A4 and B4, and A5 and B5 are always meshed with each other to form a five-speed transmission mechanism 60 together with a shift mechanism (not shown). During the speed change operation of the transmission mechanism 60, the clutch device 47 is disconnected to make the speed change operation smooth.

  A bevel drive gear 62 is provided at the left end of the drive shaft 33 so as to rotate integrally. On the other hand, a driven shaft 61 extending in the vehicle front-rear direction is rotatably supported by bearings 71 and 72 in the gear case portion 28 and the gear case cover 29 as shown in FIGS. A bevel-driven gear 63 that meshes with the bevel drive gear 62 of the drive shaft 33 is provided on the driven shaft 61 so as to rotate together. The driven shaft 61, the bevel drive gear 62, and the bevel driven gear 63 are provided to form a bevel gear unit 64, and the bevel gear unit 64 is covered with the gear case cover 29. In the figure, reference numeral 73 is a spacer for positioning the bevel driven gear 63, and reference numeral 74 is a case cap.

  The driven shaft 61 is rotatably coupled to the propeller shaft 22 via a coupling 65 and a universal joint 66. The rear wheel 16 is geared to the propeller shaft 22. Accordingly, the driving force of the V-type engine 3, that is, the rotational force of the crankshaft 31, passes through the clutch device 47, the counter shaft 32, the transmission mechanism 60, the drive shaft 33, the bevel gear unit 64, the driven shaft 61, and the propeller shaft 22 in order. It is transmitted to the wheel 16. As described above, a system in which power transmission from the transmission mechanism 60 to the rear wheel 16 is performed using the propeller shaft 22 is referred to as a shaft drive system.

  On the other hand, as shown in FIG. 2, an engine starter 67 is provided in the vicinity of the periphery of the crankshaft 31. The engine starter 67 includes a starter motor 68, a starter idle gear 69, a starter drive gear 70 and a starter driven gear 42, and the starter drive gear 70 is connected to the flywheel magnet 41 via the starter clutch 19. Meshed with the starter-driven gear 42. In addition, the code | symbol 75 in FIG. 4 shows a water pump.

  Incidentally, as shown in FIGS. 11 to 13, an oil pan 76 as an oil reservoir is provided at the lower part of the engine case 20, and the oil in the oil pan 76 is supplied to the crankshaft 31, the V-type engine 3. An oil passage 77 is formed to supply the cylinder portions 21F and 21R, the valve system (not shown), the counter shaft 32, the drive shaft 33, and the driven shaft 61 to lubricate them. The oil passage 77 will be described in detail below.

  That is, an oil pump 78 that is coaxially arranged with the water pump 75 (FIG. 4) and is driven synchronously is disposed below the counter shaft 32 below the engine case 20. The oil pump 78 and the water pump 75 are driven by an auxiliary machine drive gear 79 provided integrally with the primary driven gear 45 (FIGS. 2 and 3). By driving the oil pump 78, the oil in the oil pan 76 passes through the oil strainer 80, passes through the lower right oil passage 81 (FIGS. 11 and 5) formed in the right engine case 23, and reaches the oil filter 25.

  The oil from which foreign matter has been removed by the oil filter 25 passes through the main gallery 82 extending in the vehicle width direction through the right engine case 23 and the left engine case 24 as shown in FIGS. This is supplied to the sliding contact portion (crank pin 39) with the metal bearing 34 and the connecting rod to lubricate them, and the inside of the cylinder portions 21F and 21R is splash-lubricated, and further supplied from the metal bearing 34 to the valve operating system. Lubricate the valve train.

  Further, as shown in FIGS. 12, 7, and 8, the oil that has reached the main gallery 82 is a left first oil passage 83 that extends substantially horizontally rearward from the main gallery 82, and a left second oil that extends obliquely rearwardly upward. It flows sequentially through the passage 84, flows into the first oil reservoir 85 through the communication hole A as an inflow hole, and is temporarily stored therein. As shown in FIGS. 12, 2, 3, and 8, the first oil reservoir 85 is formed in the left engine case 24 in which the gear case portion 28 is formed. It is formed in a circular shape in the vicinity of the shaft end on the side opposite to the shaft end on the side where it is disposed.

  Here, as shown in FIG. 12, the counter shaft 32 in which the first oil reservoir 85 is formed corresponding to the left engine case 24 is disposed above the oil pump 78, and is inclined more than the counter shaft 32. A drive shaft 33 is disposed on the rear upper side.

  As shown in FIGS. 2 and 3, the oil that has reached the first oil reservoir 85 passes through the countershaft oil passage 86 formed between the hollow portion inner wall of the countershaft 32 and the clutch release rod 58, and then becomes a bearing. 46 is lubricated, and the meshing portions or rotational sliding portions of the transmission gears A1 to A5 and B1 to B5 of the transmission mechanism 60 are splash lubricated.

  Further, the oil reaching the first oil reservoir 85 flows out from the communication hole B as the outflow hole and reaches the oil groove 87 as shown in FIGS. 12, 7 and 8. In the first oil reservoir 85, the communication hole A is positioned higher than the communication hole B. The communication hole B is formed at a position higher than the lowest position of the first oil reservoir 85. Further, the oil groove 87 is a joint surface between the gear case portion 28 of the left engine case 24 and the gear case cover 29 (FIG. 9), and is formed below the drive shaft 33 in a side view. A groove element 88A having a semicircular cross section formed on the joint surface of the gear case portion 28 and a groove element 88B having a semicircular cross section formed on the joint surface of the gear case cover 29 (FIGS. 9 and 10) are combined. An oil groove 87 having a circular cross section is formed.

  As shown in FIGS. 12, 7, and 8, the left engine case 24 has the communication hole B communicating with the first oil reservoir 85 at the front end of the oil groove 87, and the rear end is described later. A communication hole C communicating with the lower portion of the second oil reservoir 89 is formed. Accordingly, the first oil reservoir 85 and the second oil reservoir 89 communicate with each other through the oil groove 87. Further, the oil groove 87 is formed to be inclined so that the communication hole C side is positioned lower than the communication hole B side.

  The oil that reaches the oil groove 87 flows into the second oil reservoir 89 through the communication hole C, and is temporarily stored therein. As shown in FIGS. 2 and 3, the second oil reservoir 89 is formed on the rear wall of the engine case 20 (the right engine case 23 and the left engine case 24) in parallel with the drive shaft 33. Further, the second oil reservoir 89 has the communication hole C formed at the left end thereof, communicated with the oil groove 87, and the right upper oil passage 90 (FIGS. 2, 3, and 3) through the communication hole D formed at the right end. 5 and FIG. 6). The communication hole C is formed in the left engine case 24, and the communication hole D and the right upper oil passage 90 are formed in the right engine case 23. The second oil reservoir 89, including the communication holes C and D, is formed longer than the axial length of the drive shaft 33 on the rear wall of the engine case 20 as shown in FIGS.

  A drive shaft oil passage 91 extending in the axial direction is formed in the drive shaft 33. The right upper oil passage 90 communicates with the drive shaft oil passage 91 from the end portion (right end portion) of the drive shaft 33 located on the side opposite to the first oil reservoir 85. Accordingly, the oil guided to the second oil reservoir 89 is supplied into the drive shaft oil passage 91 through the communication hole D and the upper right oil passage 90, and the transmission gears A1 to A5 and B1 to B5 of the transmission mechanism 60 are supplied. The meshing part or the rotational sliding part is splashed and lubricated.

  On the other hand, as shown in FIGS. 12, 4, 7 and 8, the oil introduced into the left second oil passage 84 is formed above the communication hole A for communicating with the first oil reservoir 85. 2 is guided to the bearing oil groove 93 of the bearing 71 of the driven shaft 61 to lubricate the bearing 71 and supplied to the driven shaft oil passage 92 in the driven shaft 61 shown in FIG. The meshing portion of the drive gear 62 and the bevel driven gear 63 is splash lubricated.

  Since the oil passage 77 is configured as described above, the following effects (1) to (11) are achieved according to the present embodiment.

  (1) As shown in FIGS. 2 and 3, the first oil reservoir 85 is formed near the left shaft end of the counter shaft 32 of the left engine case 24. Can be held. Since the counter shaft 32 is disposed close to the drive shaft 33, and the counter shaft 32 on the oil supply path is located upstream of the drive shaft 33, the first oil reservoir 85 to the drive shaft 33 at an early stage when the engine is restarted. Oil can be supplied. As a result, insufficient oil supply to the counter shaft 32 and the drive shaft 33 can be reliably prevented when the engine is restarted.

  (2) As shown in FIG. 2 and FIG. 3, in the engine 3 of the shaft drive type motorcycle, the bevel gear unit 64 is disposed outside the drive shaft 33 in the axial direction. It is difficult to supply oil from the side shaft end. Therefore, the bevel gear unit 64 can be provided at a desired position by supplying oil from the right shaft end of the drive shaft 33 opposite to the bevel gear unit 64. If oil is supplied to the drive shaft 33 from the shaft end on the bevel gear unit 64 side, the bevel gear unit 64 must be disposed behind the drive shaft 33 in the vehicle. As a result, the universal joint 66 of the propeller shaft 22 is also disposed rearward, so that the pivot shaft 15 (FIG. 1) of the swing arm 17 and the universal joint 66 are separated from each other, and the rear wheel 16 is swung. However, this can be prevented.

  (3) As shown in FIGS. 2 and 3, the bevel gear unit 64 is disposed on the side surface of the left engine case 24 opposite to the clutch device 47, so that the interference does not interfere with the clutch device 47. In order to avoid this, it is not necessary to project the engine case 20 to the outside of the vehicle, and the capacity of the first oil reservoir 85 formed on the bevel gear unit 64 side of the left engine case 24 can be secured well.

  (4) As shown in FIGS. 11 and 12, since the first oil reservoir 85 and the second oil reservoir 89 are provided between the drive shaft 33 and the oil pump 78 in the height direction of the engine 3, When the engine 3 is stopped, the oil is accumulated in the second oil reservoir 89 and the first oil reservoir 85 by its own weight from the drive shaft oil passage 91 (FIGS. 2 and 3) of the drive shaft 33 and returns to the oil pan 76. Can be avoided.

  (5) As shown in FIGS. 2, 3, and 12, mainly into the drive shaft oil passage 91 of the drive shaft 33, the oil groove 87, the second oil reservoir 89, and the oil passage of the right upper oil passage 90. Then, oil is supplied from the right end of the drive shaft 33 where the bevel gear unit 64 does not exist, so that the oil passage can be prevented from interfering with the bevel gear unit 64 and the structure of the oil passage can be simplified.

  (6) As shown in FIG. 12, when the engine 3 is stopped, the oil in the first oil reservoir 85 flows back from the communication hole A (inflow hole) to the oil pan 76 through the left second oil passage 84 due to its own weight. May end up. If the communication hole A in the first oil reservoir 85 is provided at a position lower than the communication hole B (outflow hole), the amount of oil that can be held by the first oil reservoir 85 is reduced when the engine is stopped. In contrast, in the present embodiment, since the communication hole A in the first oil reservoir 85 is provided at a higher position than the communication hole B, the amount of oil in the first oil reservoir 85 when the engine is stopped is reduced. It can be held well.

  (7) As shown in FIGS. 11 and 12, since the second oil reservoir 89 is provided separately from the first oil reservoir 85, the oil storage capacity in the oil passage 77 can be increased. In addition, since the second oil reservoir 89 is provided closer to the drive shaft 33 than the first oil reservoir 85, the oil supply response to the drive shaft 33 when the engine is restarted can be further improved. it can.

  (8) As shown in FIGS. 2 and 3, since the second oil reservoir 89 is formed on the rear wall of the engine case 20 in parallel with the drive shaft 33, the oil passage 77 is connected to the second oil reservoir 89. As a result, the drive shaft 33 is straddled in the axial direction, the capacity of the second oil reservoir 89 can be secured, and oil can be supplied from the right shaft end of the drive shaft 33 opposite to the bevel gear unit 64 to the drive shaft oil passage 91. Can be supplied.

  (9) As shown in FIGS. 2 and 3, since the second oil reservoir 89 is formed longer than the axial length of the drive shaft 33 including the communication holes C and D, the second oil reservoir 89 is correspondingly increased. The capacity of the part 89 can be increased.

  (10) As shown in FIG. 12, the oil groove 87 communicating the first oil reservoir 85 and the second oil reservoir 89 has a communication hole C on the second oil reservoir 89 side so that the first oil reservoir 85 is connected. Since it is formed so as to be lower than the communication hole B on the side, the oil in the second oil reservoir 89 can be prevented from flowing back into the first oil reservoir 85. As a result, the second An oil storage amount in the oil reservoir 89 can be secured satisfactorily.

  (11) As shown in FIGS. 7 and 9, the oil groove 87 is configured by combining groove elements 88 </ b> A and 88 </ b> B respectively formed on the joint surface between the gear case portion 28 of the left engine case 24 and the gear case cover 29. Therefore, the workability of the oil groove 87 can be improved, and the oil groove 87 can be formed integrally with the engine case 20 without using a separate part.

  As mentioned above, although this invention was demonstrated based on the said embodiment, this invention is not limited to this. For example, the oil passage 77 of the present embodiment can be applied not only to an engine of a shaft drive type motorcycle but also to an oil passage of other engines.

1 is a left side view showing a motorcycle equipped with an engine to which an embodiment of an oil supply structure for an engine according to the present invention is applied. Sectional drawing which shows the inside of the engine of FIG. Sectional drawing which expands and shows a part of FIG. The perspective view which shows the engine case of FIG. The front view which shows the outer surface of the right side engine case of FIG. The rear view which shows the inner surface of the right side engine case of FIG. The front view which shows the outer surface of the left side engine case of FIG. The rear view which shows the inner surface of the left engine case of FIG. The rear view which shows the inner surface of the gear case cover of FIG. Sectional drawing of only the gear case cover which follows the XX line of FIG. FIG. 6 is a front view schematically showing an oil passage on the outer surface of the right engine case of FIG. 5. The front view which showed the oil path typically on the outer surface of the left engine case of FIG. FIG. 13 is a route diagram showing a route of oil mainly flowing through the oil passage shown in FIGS. 11 and 12.

Explanation of symbols

1 Motorcycle 3 V-type engine 16 Rear wheel (drive wheel)
20 Engine case 22 Propeller shaft 23 Right engine case 24 Left engine case 25 Oil filter 28 Gear case 29 Gear case cover 31 Crankshaft 32 Countershaft 33 Driveshaft 43 Primary drive gear 45 Primary driven gear 47 Clutch device 61 Driven shaft 62 Bevel drive gear 63 Bevel driven gear 64 Bevel gear unit 76 Oil pan 77 Oil passage 78 Oil pump 82 Main gallery 85 First oil reservoir 87 Oil groove 89 Second oil reservoir 91 Drive shaft oil passage A Communication hole (inflow hole)
B Communication hole (outflow hole)

Claims (10)

A shaft drive type motorcycle engine,
This engine
A crankshaft, a counter shaft and a drive shaft parallel to each other are sequentially arranged inside the engine case, and each shaft is rotatably supported.
A bevel drive gear is provided integrally with the drive shaft.
An oil passage that transmits the power of the engine to a drive wheel through a propeller shaft that is integrally provided with a bevel driven gear that meshes with the bevel drive gear, and that supplies oil from an oil pump to the drive shaft;
The oil passage includes a first oil reservoir near the shaft end of the counter shaft on the side where the bevel drive gear and the bevel driven gear are arranged, and oil is supplied to the drive shaft through the first oil reservoir. Engine oil supply structure characterized by being configured to guide. The engine oil supply structure according to claim 1, wherein the counter shaft is disposed at a position higher than the oil pump, and a drive shaft is disposed at a position higher than the counter shaft. A drive shaft oil passage is formed in the drive shaft, and the oil passage is configured to guide oil into the drive shaft oil passage from an end portion of the drive shaft located on the side opposite to the first oil reservoir. The oil supply structure for an engine according to claim 1. The oil passage includes an inflow hole through which oil flows into the first oil reservoir and an outflow hole through which oil flows out from the first oil reservoir, and the inflow hole is positioned higher than the outflow hole. The engine oil supply structure according to claim 1, wherein 2. The engine oil according to claim 1, wherein the oil passage includes a second oil reservoir separately from the first oil reservoir between the first oil reservoir and the drive shaft. Supply structure. The engine oil supply structure according to claim 5, wherein the second oil reservoir is formed on a rear wall of the engine case in parallel with the drive shaft. The engine oil supply structure according to claim 6, wherein the second oil reservoir is formed on the rear wall of the engine case so as to be longer than the axial length of the drive shaft. The oil passage includes an oil groove that passes under the drive shaft in a side view and communicates the outflow hole of the first oil reservoir and the second oil reservoir, and the oil groove is located on the second oil reservoir side. The engine oil supply structure according to claim 5, wherein the engine oil supply structure is formed so as to be inclined at a lower position than the outflow hole side. 9. The engine according to claim 8, wherein the oil groove is formed on a joint surface between a gear case cover that covers the bevel drive gear and the bevel driven gear and a gear case portion of an engine case to which the gear case cover is joined. Oil supply structure. A shaft drive type motorcycle engine,
This engine
A crankshaft, a counter shaft and a drive shaft parallel to each other are sequentially arranged inside the engine case, and each shaft is rotatably supported.
A bevel drive gear is provided integrally with the drive shaft.
Through the propeller shaft that is integrally provided with a bevel driven gear that meshes with the bevel drive gear, the power of the engine is transmitted to the drive wheel, and an oil passage that supplies oil from an oil pump to the drive shaft is provided.
A bevel gear unit configured to include the bevel drive gear and the bevel driven gear is disposed at a side of the engine case at a position higher than the oil pump;
The oil passage includes a first oil reservoir near the shaft end of the counter shaft on the side where the bevel gear unit is disposed, and the oil passage is located on the opposite side of the bevel gear unit via the first oil reservoir. An oil supply structure for an engine characterized by being configured to guide oil to an end of a drive shaft.

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