JP2015021581A - Engine lubrication device and vehicular engine unit equipped with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve smooth and quick shift operation when disengaging a clutch from neutral and performing the shift operation by preventing generation of dragging torque between friction plates of a clutch mechanism with a simple and reliable structure.SOLUTION: An engine lubrication device 1 according to the invention comprises: an oil pump 7 supplying oil to respective portions of an engine which includes a transmission mechanism capable of outputting power of the engine to plural shift stages including neutral while switching them and a wet multiplate type clutch mechanism 18 transmitting the power of the engine to the transmission mechanism in a connectable and disconnectable manner; and an oil supply amount regulation part (rotary type selector valve 60) stopping supply of oil from the oil pump 7 to the clutch mechanism 18 only when the shift stage of the transmission mechanism is neutral.

Description

  The present invention relates to an engine lubrication device that facilitates a shift change from neutral to another gear position, and a vehicle engine unit including the same.

  In a typical motorcycle engine unit, an engine and a transmission mechanism are integrated. When the transmission mechanism is a manual transmission type, a wet multi-plate clutch is generally used as a clutch mechanism for transmitting the rotation of the crankshaft of the engine to the transmission mechanism. At the time of shift operation, the clutch lever is grasped to disconnect the clutch, the throttle grip is returned, and the shift lever is operated with the crankshaft turning down. As a result, the force required to engage and disengage the dog of each transmission gear in the transmission mechanism can be reduced, and smooth and quick gear shifting can be performed. Then, after the shift lever is operated, the clutch lever is released, and the rotation of the crankshaft is transmitted again to the transmission mechanism.

  During the shifting operation described above, the clutch lever is gripped to move the pressure disk of the wet multi-plate clutch against the urging force of the clutch spring in the axial direction, and a plurality of alternately stacked friction plates (drive plate and driven It is necessary to slide between the friction plates by lowering the contact surface pressure between the plates. In a wet type multi-plate clutch, oil is supplied between the friction plates, so that seizure between the friction plates in a so-called half-clutch state, in which the clutch is gradually disconnected from the disconnected state, is prevented. Yes.

  However, since the oil is supplied between the friction plates in this way, the oil remains between the friction plates even when the clutch is disengaged, and the friction plates stick to each other and slide sufficiently. However, the rotation is caused by the rotation of the crankshaft, and drag torque is generated. As a result, the dogs of the transmission gears are not smoothly engaged and disengaged during the shift operation, which causes problems such as a heavy shift operation, a long time to complete the shift, and an impact at the moment of shifting. .

  In general, the oil supply passage for supplying oil to the clutch mechanism is routed through the transmission mechanism. Therefore, if a sufficient oil supply amount can be secured in the transmission mechanism, the clutch mechanism inevitably becomes connected to the friction plate. The amount of oil supply becomes excessive, and the above problem is promoted.

  In order to solve the problem of excessive oil supply to the clutch mechanism, for example, Patent Document 1 discloses an introduction path for supplying oil to the clutch mechanism and a transmission mechanism in the clutch chamber that houses the clutch mechanism. The structure arrange | positioned in the outer wall part on the opposite side to the done side is disclosed.

  Patent Document 2 also discloses a configuration in which an oil supply path to the clutch mechanism is formed on the wall surface of the engine case that covers the outside of the clutch mechanism, and oil is directly supplied to the clutch mechanism from the oil pump without passing through the transmission mechanism. ing.

  In this way, if the oil supply path to the clutch mechanism is formed so as not to go through the transmission mechanism, oil can be supplied to the clutch mechanism regardless of the amount of oil supplied to the transmission mechanism. The amount of oil supplied to the plate) can be set to an appropriate amount to some extent.

JP 2009-270701 A JP-A-61-112829

  However, in both configurations of Patent Documents 1 and 2, since the oil supply path to the clutch mechanism is directly connected from the oil pump, and the oil pump is driven by the crankshaft, the transmission stage of the transmission mechanism is neutral. However, if the crankshaft is rotating, oil will be supplied to the clutch mechanism. Therefore, when shifting up from neutral, the above-mentioned problems occur.

  The present invention has been made in view of such circumstances, and a drag torque is generated between the friction plates of the clutch mechanism when a shift operation is performed with the clutch disengaged from the neutral by a simple and reliable structure. It is an object of the present invention to provide an engine lubrication device that can prevent this and realize a smooth and quick shift operation and a vehicle engine unit including the same.

In order to achieve the above object, the present invention provides the following means.
First, an engine lubrication apparatus according to the present invention includes a transmission mechanism capable of switching the output of a crankshaft to a plurality of gear stages including neutral, and a wet mechanism for transmitting the rotation of the crankshaft to the transmission mechanism in a connectable manner. An oil pump that supplies oil to each part of the engine unit including a multi-plate clutch mechanism, and an oil supply that stops supplying the oil from the oil pump to the clutch mechanism only when the transmission mechanism is in neutral. And a quantity regulating unit.

  According to this engine lubrication device, when the transmission mechanism is in the neutral gear stage, the oil supply to the clutch mechanism is stopped by the oil supply amount regulating portion. For this reason, when the clutch is disengaged to perform a shift operation from the neutral position, it is difficult for oil to remain between the friction plates of the clutch mechanism, and the friction plates become relatively slippery and drag torque is less likely to be generated. Therefore, during the shift operation, the dogs of the respective transmission gears are smoothly engaged and disengaged, the shift operation is lightened, and a quick shift is possible.

  Further, in the above configuration, a rotary switching valve provided with a clutch mechanism lubrication passage for supplying the oil from the oil pump to the clutch mechanism, and the oil supply amount regulating portion being formed in a bearing portion of a shift cam of the transmission mechanism The rotary switching valve may be configured to close the clutch mechanism lubrication passage when the gear position of the transmission mechanism is neutral.

  According to the above configuration, when the transmission mechanism is shifted to the neutral position, the clutch mechanism lubrication passage that connects the oil pump to the clutch mechanism is closed by the rotary switching valve formed in the bearing portion of the shift cam. Supply is stopped. According to this configuration, with a simple and reliable structure, it is possible to prevent drag torque from being generated in the clutch mechanism when the clutch is operated from the neutral position, and a smooth and quick shift operation can be realized. .

  Further, in the above-described configuration, a clutch mechanism lubrication passage for supplying the oil from the oil pump to the clutch mechanism is provided, the oil supply amount regulating unit is configured to receive an electric operation signal and the gear position detecting unit of the transmission mechanism. A lubrication passage opening / closing valve that opens and closes the clutch mechanism lubrication passage, and an oil supply control portion that transmits the electrical operation signal for closing the lubrication passage opening / closing valve upon reception of a neutral position detection signal from the gear position detection portion, It is good also as a structure provided with.

  According to the above configuration, when the transmission mechanism is shifted to the neutral position, the gear position detection unit transmits a neutral position detection signal to the oil supply control unit, and the oil supply control unit receives the neutral position detection signal. An electric operation signal for closing the lubrication passage opening / closing valve is transmitted. As a result, the lubrication passage opening / closing valve is closed, the clutch mechanism lubrication passage connected to the clutch mechanism is closed, and the oil supply to the clutch mechanism is stopped.

  According to this configuration, the clutch mechanism lubrication passage for supplying oil to the clutch mechanism can be electrically opened and closed by the lubrication passage opening / closing valve. For this reason, it is possible to prevent a drag torque from being generated in the clutch mechanism with a simple and reliable configuration, as well as to mechanically open and close the clutch mechanism lubrication passage, and to realize a smooth and quick shift operation.

  Further, in the above configuration, an oil supply stop mechanism that stops the supply of the oil to the clutch mechanism when the clutch connection is disconnected in the clutch mechanism may be further provided.

  If the oil supply stop mechanism is provided in this way, as described above, when the transmission gear is in the neutral position, the oil supply amount restricting section stops the oil supply to the clutch mechanism and the clutch connection is disconnected. The oil supply to the clutch mechanism is also stopped by the oil supply stop mechanism.

  For this reason, even if the gear position of the transmission mechanism is not neutral, if the clutch is disconnected, the oil supply to the clutch mechanism can be stopped, thereby preventing drag torque from being generated in the clutch mechanism. Smooth and quick shift operation can be realized.

  The vehicle engine unit according to the present invention is characterized in that the engine, the transmission mechanism, and the wet multi-plate clutch mechanism are integrated, and includes any one of the engine lubrication devices described above.

  According to this vehicle engine unit, when the gear position of the transmission mechanism is neutral, the oil supply to the clutch mechanism is stopped by the oil supply amount regulating portion. Therefore, when the clutch is disengaged to shift from the neutral, the clutch Oil hardly remains between the friction plates of the mechanism, and the friction plates become relatively slippery and drag torque is hardly generated. Therefore, during the shift operation, the dogs of the respective transmission gears are smoothly engaged and disengaged, the shift operation is lightened, and a quick shift is possible.

  As described above, according to the engine lubrication device and the vehicle engine unit including the same according to the present invention, the friction of the clutch mechanism can be achieved when the clutch is shifted from the neutral position by the simple and reliable structure. It is possible to prevent a drag torque from being generated between the plates and realize a smooth and quick shift operation.

1 is a right side view of an engine case of a motorcycle engine unit to which an engine lubricating device according to the present invention is applied. Sectional drawing developed along the II-II line | wire of FIG. Sectional drawing developed along the III-III line of FIG. The oil supply system figure of the engine lubricating device which shows 1st Embodiment of this invention. It is a longitudinal cross-sectional view of the rotary type switching valve along the VV line of FIG. 3, (A) is a figure which shows the time when a shift position is non-neutral, and (B) the time when a shift position is neutral. FIGS. 3A and 3B are enlarged views of a portion VI in FIG. 2, in which FIG. The oil supply system figure of the engine lubrication apparatus which shows 2nd Embodiment of this invention.

[First Embodiment]
Hereinafter, a first embodiment of an engine lubrication apparatus according to the present invention will be described with reference to FIGS.
FIG. 1 is a right side view of an engine case of a motorcycle engine unit to which an engine lubrication device 1 according to the present invention is applied. FIGS. 2 and 3 are respectively taken along lines II-II and III-III in FIG. It is sectional drawing developed along the line.

  The engine unit 2 includes an engine, a transmission mechanism, and a clutch mechanism, and includes an engine case (crankcase) 3. The right side of FIG. 1 is the front of the motorcycle in the traveling direction, and a cylinder assembly (not shown) is installed on the joint surface 5 provided at the front upper part of the engine case 3 so as to be inclined forward. An oil pump 7 is attached near the lower part of the joint surface 5. The oil pump 7 supplies oil to each part of the engine unit 2 including the transmission mechanism 17 and the clutch mechanism 18 shown in the drawing. The lower part of the engine case 3 is an oil pan 50 (see FIG. 4) for storing oil, and the oil is injected to the position of the line L. In addition, 8 is an oil inlet and 9 is an oil outlet.

  As shown in FIG. 2, a crankshaft 11 along the vehicle width direction is pivotally supported by a crankshaft bearing 12 at the front inside the engine case 3. A crank web 11 a and a crank pin 11 b are formed on the crankshaft 11, and a primary drive gear 14 and an oil pump drive gear 15 for driving the oil pump 7 are provided integrally with the crankshaft 11. Further, the rotation of the crankshaft 11 is switched to a plurality of shift stages (for example, five stages) including neutral and output, and transmitted to the rear wheels (see also FIG. 3), and the rotation of the crankshaft 11 is performed. A clutch mechanism 18 (see FIG. 2) that transmits and disengages to the transmission mechanism 17 is incorporated.

  The transmission mechanism 17 has the same configuration as a general manual transmission. That is, a countershaft 21 that is supported by the countershaft bearing 20 at the rear of the crankshaft 11 and extends in the vehicle width direction, a drive shaft 23 that is also supported by the driveshaft bearing 22 and extends in the vehicle width direction, and the countershaft 5 types of shift drive gears 24 that are mounted on the shaft 21 and corresponding to the first to fifth speeds, and 5 types of shift driven gears 25 that are mounted on the drive shaft 23 and are always meshed with the shift drive gear 24. It is configured with.

  As shown in FIG. 3, the transmission mechanism 17 includes a shift cam 27 and a plurality of shift forks 28 that are moved by the shift cam 27. As is known in the art, the shift cam 27 is rotated stepwise to move the shift drive gear 24 and the shift driven gear 25 in the axial direction via the plurality of shift forks 28, so that the gears 24, 25 The gear ratio is selected by engaging / disengaging the provided dog 29 for shifting.

  For example, a shift cam rotation mechanism 31 that converts a turning force of a shift lever (not shown) operated by a driver into a stepwise rotation of the shift cam 27 is provided at the right end portion of the shift cam 27, while at the left end portion of the shift cam 27. Is provided with a neutral switch 32 for detecting the rotational position of the shift cam 27 and determining the shift position.

  As shown in FIG. 3, the left end of the drive shaft 23 projects outward from the left side surface of the engine case 3, and the engine unit 2 is constituted by a drive sprocket 33 and a chain (not shown) provided integrally with the projecting portion. Is transmitted to a rear wheel (not shown).

  The clutch mechanism 18 is a known wet multi-plate clutch, and is provided, for example, at the right end of the counter shaft 21 as shown in FIG. The clutch mechanism 18 includes a clutch housing 39 attached to a counter shaft 21 via a damper 38 on a primary driven gear 37 that is rotatably supported via a primary bearing 36. The primary driven gear 37 is a crankshaft. 11 is meshed with a primary drive gear 14 provided integrally with the rotation. A plurality of drive plates 41 are housed inside the clutch housing 39 so as to be integrally rotated with the clutch housing 39 and slidable in the axial direction.

  A clutch sleeve 42 is accommodated in the clutch housing 39 so as to be relatively rotatable. The clutch sleeve 42 is integrally rotated with respect to the counter shaft 21, and a plurality of driven plates 43 are provided on the outer peripheral portion thereof so as to be integrally rotatable and slidable in the axial direction. These driven plates 43 function as friction plates that frictionally engage with the drive plates 41 described above, and are alternately stacked.

  Further, a pressure disk 44 is provided so as to rotate integrally with the clutch sleeve 42 and move in the axial direction, and a clutch spring that urges the pressure disk 44 in a direction in which the pressure disk 44 is pressed toward the clutch sleeve 42 (here, the left direction). 45, and a release rod 47 and a release gear 48 that move the pressure disk 44 in a direction (in this case, the right direction) away from the clutch sleeve 42 against the urging force of the clutch spring 45.

  When the clutch lever attached to the handlebar (not shown) of the motorcycle is not gripped, the pressure disk 44 is pressed against the clutch sleeve 42 by the urging force of the clutch spring 45, and the friction plates 41, 43 are mutually pressed by the pressure. Press contact. Therefore, the primary driven gear 37 is rotated and integrated with the counter shaft 21 via the clutch housing 39, the friction plates 41, 43 and the clutch sleeve 42 by the frictional force between the friction plates 41, 43. Is transmitted to the countershaft 21.

  When a clutch lever (not shown) is gripped, the force causes the release gear 48 to rotate clockwise toward FIG. 2 by a wire or hydraulic pressure. Since the release gear 48 meshes with a rack gear 47a (see FIGS. 2 and 6) formed on the release rod 47, the release rod 47 moves to the right in FIG. 44 is moved away from the clutch sleeve 42 against the urging force of the clutch spring 45.

  Therefore, the frictional force between the friction plates 41 and 43 is released, and the clutch housing 39 holding the drive plate 41 and the clutch sleeve 42 holding the driven plate 43 can be rotated relative to each other. The driven gear 37 can freely rotate with respect to the counter shaft 21. Accordingly, the rotation of the crankshaft 11 is blocked with respect to the transmission mechanism 17.

  The magnitude of the frictional force between the friction plates 41 and 43 decreases in proportion to the amount of gripping the clutch lever. For this reason, at the time of starting the motorcycle, etc., the motorcycle can be started smoothly without being stalled if the driver releases the clutch lever to make it a half-clutch state.

[Oil lubrication system]
Incidentally, the engine lubricating device 1 applied to the engine unit 2 includes an oil supply system as shown in FIG.
In other words, the oil stored in the oil pan 50 is sucked up by the oil pump 7 through the oil strainer 51, passes through the oil filter 52, and flows into the main gallery 53 after foreign matter is filtered. A cylinder lubrication passage 54, a valve mechanism lubrication passage 55, a transmission mechanism lubrication passage 56, and a clutch mechanism lubrication passage 57 are branched from the main gallery 53, and oil flows into the respective lubrication passages 54 to 57 from the main gallery 53. .

  For example, a part of the cylinder lubrication passage 54 is formed inside the crankshaft 11 (see FIG. 2), and the oil that has flowed into the cylinder lubrication passage 54 is a large end portion of the connecting rod (crank pin 11b) (not shown). Then, the cylinder wall surface, the small end of the connecting rod, and the like are lubricated and returned to the oil pan 50 (downflow).

  The oil flowing into the valve mechanism lubrication passage 55 lubricates a valve mechanism such as a camshaft journal and cam face, a rocker arm shaft, and a cam chain (not shown) and returns to the oil pan 50.

  Furthermore, a part of the transmission mechanism lubrication passage 56 is formed, for example, inside the counter shaft 21 or the drive shaft 23 (see FIGS. 2 and 3), and the oil flowing into the transmission mechanism lubrication passage 56 is transmitted to the counter shaft of the transmission mechanism 17. The bearing 20, the shift drive gear 24, the primary bearing 36, the drive shaft bearing 22, the shift driven gear 25, etc. are lubricated and returned to the oil pan 50.

  On the other hand, as shown in FIG. 1, the clutch mechanism lubrication passage 57 includes an external piping shift cam inflow passage 57 </ b> A and a shift cam outflow passage 57 </ b> B disposed on the right side surface of the engine case 3. One end of the shift cam inflow passage 57 </ b> A has a banjo union shape, and is fastened by a banjo bolt 59 to a position that matches the right end portion of the crankshaft 11 on the right side surface of the engine case 3.

  Further, the other end of the shift cam inflow passage 57A enters the inside from the lower right side of the engine case 3 and is formed in the bearing portion of the shift cam 27 as shown in FIGS. 2 and 5A, 5B. It is connected to the rotary switching valve 60 (oil supply amount regulating unit). Oil flows into the shift cam inflow passage 57 </ b> A from the oil pump 7 through the main gallery 53 or the previously described cylinder lubrication passage 54 formed in the crankshaft 11.

  On the other hand, the shift cam outflow passage 57B, like the shift cam inflow passage 57A, has one end having a banjo union shape, and is fastened to the right end portion of the countershaft 21 on the right side surface of the engine case 3 by a banjo bolt 63. .

  The other end of the shift cam outflow passage 57B enters from the right side surface of the engine case 3 and is connected to the rotary switching valve 60 (see FIGS. 3 and 5A and 5B). As shown in FIG. 1, the lower ends of the shift cam inflow passage 57A and the shift cam outflow passage 57B are gathered together in a fixing plate 61, and this fixing plate 61 is attached to and detached from the right side surface of the engine case 3 with a fixing bolt 62. It is concluded that possible.

  As shown in FIG. 2 and FIGS. 5A and 5B, the rotary switching valve 60 is provided in a bearing portion that supports one end (here, the right end portion) of the shift cam 27. An inner peripheral oil groove 64 formed along the circumferential direction of the peripheral surface, an inflow port 65 and an outflow port 66 communicating with the inner peripheral oil groove 64, and a closing projection 67 formed on the outer peripheral surface of the shift cam 27 It is configured with. As shown in FIG. 1, the shift cam inflow passage 57 </ b> A is connected to the inflow port 65, and the shift cam outflow passage 57 </ b> B is connected to the outflow port 66.

  The closing projection 67 opens the outflow port 66 as shown in FIG. 5A when the gear position of the transmission mechanism 17 is not neutral, and closes the outflow port 66 as shown in FIG. 5B when it is neutral. The shift cam outflow passage 57B, that is, the clutch mechanism lubrication passage 57 is positioned so as to be closed. An oil supply passage 68 for supplying oil to another place extends from the inner peripheral oil groove 64.

  As shown in FIGS. 2 and 6A and 6B, a release oil passage 71 is formed along the axis of the release rod 47 of the clutch mechanism 18, and the axial direction of the release oil passage 71 is The axial direction of the banjo bolt 63 that fastens one end of the shift cam outflow passage 57B to the engine case 3 is aligned with the straight line. The shift cam outflow passage 57 </ b> B and the release oil passage 71 communicate with each other through the banjo bolt 63.

  One end (here, the left end) of the release oil passage 71 is opened inside the clutch sleeve 42, and the other end (here, the right end) of the release oil passage 71 is opened and closed by a conical surface 63a formed at the tip of the banjo bolt 63. It has come to be. An oil supply stop mechanism 74 is constituted by the release oil passage 71 and the conical surface 63 a of the banjo bolt 63. The oil supply stop mechanism 74 has a function of stopping the oil supply to the clutch mechanism 18 when the clutch connection in the clutch mechanism 18 is disconnected.

  That is, as shown in FIG. 6A, when the release rod 47 is in the clutch connection position, the release rod 47 is separated from the banjo bolt 63, and the gap between the release oil passage 71 and the conical surface 63a of the banjo bolt 63 opens. Therefore, oil supplied from the shift cam outflow passage 57B is discharged into the clutch mechanism 18 through the banjo bolt 63 and the release oil passage 71, and is scattered by centrifugal force to lubricate the friction plates 41 and 43.

  As shown in FIG. 6B, when the release rod 47 is in the clutch disengagement position, that is, when the clutch is disconnected, the release rod 47 abuts on the banjo bolt 63 and enters the release oil passage 71. Is closed by the conical surface 63a of the banjo bolt 63, the oil supplied from the shift cam outflow passage 57B cannot flow into the release oil passage 71, and the oil supply to the clutch mechanism 18 is stopped.

The engine lubricating device 1 configured as described above has the following operations and effects.
First, when the engine unit 2 is operated, oil is supplied from the oil pump 7 to each part of the engine unit 2 as shown in the oil supply system diagram of FIG.

  When the gear position of the transmission mechanism 17 is other than neutral, that is, when shifting from the first speed to the fifth speed, as shown in FIG. Since the closed projection 67 of the rotary switching valve 60 does not match the position of the outflow port 66, the shift cam outflow passage 57 </ b> B connected to the outflow port 66 and the shift cam outflow / inflow passage 57 </ b> A connected to the inflow port 65 are connected to the inner circumferential oil groove 64. And the entire clutch mechanism lubrication passage 57 communicates.

  Further, when the clutch mechanism 18 is connected, as shown in FIG. 6A, the release rod 47 is separated from the banjo bolt 63 of the shift cam outflow passage 57B, so that the release oil passage formed inside the release rod 47 is provided. 71 communicates with the clutch mechanism lubrication passage 57 through the banjo bolt 63, and oil flowing from the clutch mechanism lubrication passage 57 is supplied to the friction plates 41 and 43, and the friction plates 41 and 43 are lubricated.

  On the other hand, when the transmission mechanism 17 is shifted to the neutral position, as shown in FIG. 5B, the closing projection 67 of the rotary switching valve 60 matches the position of the outflow port 66, and the outflow port 66 is closed. Therefore, the shift cam outflow passage 57B connected to the outflow port 66 is closed, and thereby the flow path of the clutch mechanism lubrication passage 57 is blocked. Therefore, when the gear position of the transmission mechanism 17 is neutral, the oil supply from the oil pump 7 to the clutch mechanism 18 is stopped.

  For this reason, when the clutch is disengaged to shift from the neutral to another gear position, it is difficult for oil to remain between the friction plates 41 and 43 of the clutch mechanism 18, and the friction plates 41 and 43 are relatively It becomes slippery and drag torque is less likely to occur. Therefore, during the shift operation, each shift dog 29 in the shift drive gear 24 and the shift driven gear 25 is smoothly engaged and disengaged, the shift operation becomes lighter, and a quick shift is possible. Since the rotary switching valve 60 is provided on the shift cam 27 and its bearing portion, it can have a very simple and highly reliable structure.

  Even when the transmission mechanism 17 is not neutral and the rotary switching valve 60 communicates with the clutch mechanism lubrication passage 57, the clutch lever 18 is gripped and the clutch mechanism 18 is disconnected. Sometimes, the oil supply stop mechanism 74 closes the clutch mechanism lubrication passage 57, and the oil supply to the clutch mechanism 18 is stopped. For this reason, it is possible to more effectively prevent the drag torque from being generated in the clutch mechanism 18 and realize a smooth and quick shift operation.

[Second Embodiment]
Next, a second embodiment of the engine lubrication apparatus according to the present invention will be described with reference to FIG.
In the engine lubrication device 1 of the first embodiment shown in FIG. 4, the oil supply amount restriction that blocks the clutch mechanism lubrication passage 57 and prevents oil from being supplied to the clutch mechanism 18 only when the shift position of the transmission mechanism 17 is neutral. As a part, the rotary switching valve 60 is provided in the bearing part of the shift cam 27 of the transmission mechanism 17.

  On the other hand, in the engine lubrication device 1A of the second embodiment shown in FIG. 7, the oil supply amount regulating unit 101 detects the rotational position of the shift cam 27 and discriminates the shift position as described above. Stage detection unit), a lubrication passage opening / closing valve 102 (for example, an electromagnetic actuation valve) that is connected to the clutch mechanism lubrication passage 57 and closes the clutch mechanism lubrication passage 57 when receiving the electric actuation signal ES, and a neutral from the neutral switch 32. And an oil supply control unit 103 that transmits an electric operation signal ES for closing the lubrication passage opening / closing valve 102 when receiving the position detection signal NS. Since the configuration of the other parts is the same as that of the first embodiment shown in FIG. 4, the same reference numerals are given to the respective parts and the description thereof is omitted.

  In this engine lubrication apparatus 1A, when the gear position of the transmission mechanism 17 is other than neutral, that is, when it is shifted from the first speed to the fifth speed, the lubrication path opening / closing valve provided in the clutch mechanism lubrication path 57 The valve 102 is opened, and the entire clutch mechanism lubrication passage 57 is communicated. Therefore, the oil flowing from the clutch mechanism lubrication passage 57 is supplied to the friction plates 41 and 43 of the clutch mechanism 18 so that the friction plates 41 and 43 are lubricated. The operation of the oil supply stop mechanism 74 provided on the downstream side of the lubrication passage opening / closing valve 102 is the same as that of the first embodiment.

  When the transmission mechanism 17 is shifted to the neutral position, the neutral switch 32 transmits a neutral position detection signal NS to the oil supply control unit 103, and the oil supply control unit 103 receives the neutral position detection signal NS. Then, an electric operation signal ES for closing the lubrication passage opening / closing valve 102 is transmitted. As a result, the lubrication passage opening / closing valve 102 is closed, the clutch mechanism lubrication passage 57 connected to the clutch mechanism 18 is closed, and the oil supply to the clutch mechanism 18 is stopped.

  According to this configuration, the clutch mechanism lubrication passage 57 that supplies oil to the clutch mechanism 18 can be electrically opened and closed by the lubrication passage opening / closing valve 102. For this reason, it is possible to prevent a drag torque from being generated in the clutch mechanism 18 with a simple and reliable configuration as well as to mechanically open and close the clutch mechanism lubrication passage 57, thereby realizing a smooth and quick shift operation. it can.

  As described above, according to the engine lubrication device 1, 1 </ b> A according to the embodiment and the engine unit 2 including the same, when the clutch is disconnected from the neutral and the shift operation is performed by the simple and reliable structure, It is possible to prevent a drag torque from being generated between the friction plates 41 and 43 of the clutch mechanism 18 and to realize a smooth and quick shift operation.

  It should be noted that the present invention is not limited to the configuration of the embodiment described above, and can be appropriately modified or improved without departing from the gist of the present invention. The form is also included in the scope of the right of the present invention.

  For example, in the first and second embodiments, the example in which the present invention is applied to the manual transmission type engine unit 2 in which the transmission mechanism 17 and the clutch mechanism 18 are manually operated has been described. The present invention can also be applied to a so-called semi-automatic transmission apparatus called AMT (Automatic Manual Transmission) in which the actuator is operated by an actuator.

1, 1A Engine lubrication device 2 Engine unit 3 Engine case 7 Oil pump 11 Crankshaft 17 Transmission mechanism 18 Clutch mechanism 27 Shift cam 32 Neutral switch (shift stage detection unit)
50 Oil pan 57 Clutch mechanism lubrication passage 60 Rotary switching valve (oil supply restriction)
74 Oil supply stop mechanism 101 Oil supply amount regulating unit 102 Lubrication passage opening / closing valve 103 Oil supply control unit ES Electrical operation signal NS Neutral position detection signal

Claims (5)

Each part of the engine unit including a transmission mechanism capable of switching and outputting the rotation of the crankshaft to a plurality of gear stages including neutral, and a wet multi-plate clutch mechanism for transmitting and disconnecting the rotation of the crankshaft to the transmission mechanism. An oil pump for supplying oil to
An oil supply amount regulating unit that stops the supply of the oil from the oil pump to the clutch mechanism only when the gear position of the transmission mechanism is neutral;
An engine lubrication device comprising: A clutch mechanism lubrication passage for supplying the oil from the oil pump to the clutch mechanism;
The oil supply amount regulating portion is a rotary switching valve formed in a bearing portion of a shift cam of the transmission mechanism, and the rotary switching valve is configured so that the clutch mechanism lubrication passage is provided when a gear position of the transmission mechanism is neutral. The engine lubricating device according to claim 1, wherein the engine lubricating device is configured to close. A clutch mechanism lubrication passage for supplying the oil from the oil pump to the clutch mechanism;
The oil supply amount regulating unit is
A gear position detection unit of the transmission mechanism;
A lubrication passage opening / closing valve that opens and closes the clutch mechanism lubrication passage in response to an electric actuation signal;
An oil supply control unit for transmitting the electrical operation signal for closing the lubrication passage opening / closing valve upon reception of a neutral position detection signal from the gear position detection unit;
The engine lubrication device according to claim 1, comprising: 4. The oil supply stop mechanism according to claim 1, further comprising an oil supply stop mechanism that stops the supply of the oil to the clutch mechanism when the clutch connection is disconnected in the clutch mechanism. 5. Engine lubrication equipment. 5. An engine unit for a vehicle, wherein an engine, a transmission mechanism, and a wet multi-plate clutch mechanism are integrated, and the engine lubrication device according to claim 1 is provided.

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