JP4954132B2 - Internal combustion engine - Google Patents

Description

  In the present invention, a crankcase that constitutes a part of an engine main body is configured by coupling at a mating surface orthogonal to a die-cutting direction of first and second case members that are molded, and an oil passage is formed by the crankcase. Alternatively, the present invention relates to an internal combustion engine formed between a coupled member coupled to the crankcase and a cover coupled to the crankcase.

An internal combustion engine in which a passage portion constituting a part of an oil passage is formed between a crankcase and a pump housing coupled to the crankcase is known from Patent Document 1.
JP 2005-61386 A

  By the way, when an oil passage is formed between the crankcase or a member to be fastened coupled to the crankcase and a cover such as a pump housing coupled to the crankcase, when the cover is single As the oil passage becomes more complicated, the cover becomes larger and more complicated, which is liable to be restricted by the layout of the oil passage and increases the cost. Therefore, it is conceivable that an oil passage is formed between the crankcase and the crankcase or the fastened member and the cover, and the oil passages are configured to communicate with each other. There arises a problem that the communication structure between the passage portions becomes complicated.

  The present invention has been made in view of such circumstances, and allows an oil passage formed between two covers coupled to a crankcase and a crankcase or a member to be coupled to communicate with each other with a simple structure. An object of the present invention is to provide an internal combustion engine in which the degree of freedom of the layout of the oil passage is increased while avoiding the increase in size and complexity of the cover.

  In order to achieve the above object, according to the first aspect of the present invention, the crankcase constituting a part of the engine main body has a mating surface orthogonal to the die cutting direction of the first and second case members to be molded. In an internal combustion engine in which a passage portion configured by coupling and constituting a part of an oil passage provided in the engine body is formed between the crankcase and a cover coupled to the crankcase, a first case A first and a second independent of each other between the first case member or a member to be fastened to the first case member on the side opposite to the mating surface of the member and fastened to the first case member. The first and second covers forming the two oil passages are independently coupled to each other, and the first case member extends in the mold release direction so as to pass through one end of the first and second oil passages. And a second communication hole, and a common communication hole formed by die-cutting toward the mating surface while extending in the mold-release direction with one end commonly connected to the other ends of the first and second communication holes. The second case member is formed with a first communication hole, a second communication hole, and the common communication hole so that a communication passage that communicates between the first and second oil passages is formed between the first case member and the first case member. A closing portion that closes the opening on the other end side of the common communication hole at the time of coupling is provided.

  According to a second aspect of the invention, in addition to the configuration of the first aspect of the invention, one of the first and second covers is covered with the other of the first and second covers when coupled to the first case member. It is characterized by that.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect of the invention, the first cover is a housing main body constituting a part of a pump housing provided in an oil pump attached to the first case member, The 2 cover is a clutch cover that covers the first cover and is coupled to the first case member, and a gear train for driving the oil pump is disposed outside the first cover and inside the second cover. It is characterized by that.

  According to a fourth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, an engine hanger boss fastened to an engine hanger provided on a vehicle body frame of a saddle-ride type vehicle in the crankcase. And the communication passage is disposed in the vicinity of the engine hanger boss.

  According to a fifth aspect of the invention, in addition to the configuration of the invention according to any one of the first to fourth aspects, the first and second communication holes are formed by die cutting to the mating surface side. Features.

  In addition to the configuration of the invention according to any one of claims 1 to 5, the invention according to claim 6 is configured such that the closing portion of the second case member contacts the first case member in the same plane as the mating surface. The other end side opening of the common communication hole is closed in contact with the contact hole.

  The first engine hanger boss 44 of the embodiment corresponds to the engine hanger boss of the present invention, the housing main body 107 of the embodiment corresponds to the first cover of the present invention, and the lid plate 108 of the embodiment is coupled to the present invention. Corresponding to the members, the discharge passage 116 of the embodiment corresponds to the first oil passage of the present invention, and the oil passage 117 of the embodiment corresponds to the second oil passage of the present invention.

  According to the first aspect of the present invention, the first and second communication holes extending in the mold release direction so as to pass one end through the first and second oil passages, and the other ends of the first and second communication holes are provided. A common communication hole having one end in common and extending in the mold release direction is provided in the first case member, and the other end side opening of the common communication hole is closed by a closing portion provided in the second case member The communication passage that communicates between the first and second oil passages is formed by the first communication hole, the second communication hole, and the common communication hole, so that the oil passage is complicated by the first and second oil passages. In a corresponding manner, it is possible to increase the degree of freedom in the layout of the oil passage by starting to increase the size of the cover and the complexity of the shape of the cover. In addition, the communication passage that communicates between the first and second oil passages can be formed by molding the first and second case members, and requires simple machining without requiring machining. A communication passage connecting the two oil passages can be formed. Further, a closing member such as a sealing plug for closing the other end opening of the common communication hole is unnecessary, and an increase in the number of parts can be avoided and the processing cost can be reduced.

  According to the second aspect of the present invention, since one of the first and second covers is covered with the other, one cover can be protected by the other cover, and the appearance can be enhanced.

  According to the invention of claim 3, the pump cover of the oil pump can be used as the first cover, and the gear train for driving the oil pump is disposed in the second cover, whereby the gear train Can be protected from dust and mud.

  According to the fourth aspect of the present invention, since the communication passage is disposed in the vicinity of the engine hanger boss projecting laterally from the crankcase, the crankcase is not enlarged due to the formation of the communication passage.

  According to the fifth aspect of the present invention, since the first and second communication holes are formed by die-cutting to the same mating surface as the common communication hole, the parting line is disposed on the opposite side of the mating surface. In the first case member, burrs can be removed when machining the seal portion with the first and second covers.

  According to invention of Claim 6, since the obstruction | occlusion part of a 2nd case member contact | abuts to a 1st case member on the same plane as a mating surface, it contributes to the shortening of the processing man-hour at the time of machining of a 2nd case member. Can do.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

  1 to 7 show an embodiment of the present invention. FIG. 1 is a left side view of a motorcycle. FIG. 2 is a longitudinal sectional view of an essential part of an internal combustion engine, taken along line 2-2 in FIG. 3 is a cross-sectional view taken along line 3-3 in FIG. 2, FIG. 4 is a cross-sectional view taken along line 4-4 in FIG. 3, FIG. 5 is a cross-sectional view taken along line 5-5 in FIG. FIG. 7 is a longitudinal side view of the block as viewed from the right side, a sectional view taken along line 6-6 in FIG. 7, and FIG. 7 is a sectional view taken along line 7-7 in FIG.

  First, in FIG. 1, a body frame F of a motorcycle, which is a small vehicle, includes a head pipe 13 that pivotally supports a front fork 11 and a steering handle 12 that pivotally support a front wheel WF, and a rear lowering from the head pipe 13. A pair of left and right main frames 14 extending in the direction of the main frame 14, a pivot plate 15 connected to the rear end of the main frames 14, and the head pipe 13 below the main frames 14. And a pair of left and right down frames 16 extending rearward and downward at a steeper angle than the main frame 14, engine hangers 17 provided at the lower ends of the down frames 16, and the rear of the main frame 14. A seat pipe 19 extending rearward, the pivot plate 15 and the seat pipe 19 Comprising a rear frame 20 ... and connecting between.

  The engine hanger 17 and the pivot plate 15 are mounted with an engine main body 21 of the internal combustion engine E. The engine main body 21 is coupled to a crankcase 22 and an upper front portion of the crankcase 22. A cylinder block 23 rising upward and a cylinder head 24 coupled to the upper end of the cylinder block 23 are provided.

  A fuel tank 27 is mounted on the main frame 14 above the engine main body 21, and a riding seat 28 disposed behind the fuel tank 27 is supported by the seat pipe 19. Further, the upstream end of the intake pipe 29 whose downstream end is connected to the rear side surface of the cylinder head 24 in the engine body 21 is connected to the carburetor 30, and the carburetor 30 is disposed below the front portion of the riding seat 28. 31 is connected to the air cleaner. Further, the exhaust pipe 32 connected to the front side surface of the cylinder head 24 extends rearward under the engine body 21 and is connected to an exhaust muffler 33 disposed on the right side of the rear wheel WR.

  The pivot plate 15... Has a front end portion of a swing arm 34 that pivotally supports the rear wheel WR at the rear end portion thereof supported by a pivot 35 via a shaft 35. A rear cushion 36 is telescopically provided between the continuous portion of the frame 20 and the rear end of the swing arm 34. The rotational power output from the internal combustion engine E is transmitted to the rear wheel WR by transmission means 38 having an endless chain 37.

  2 to 4, the crankcase 22 includes a first case member 41 disposed on the right side in the traveling direction of the motorcycle and a second case member 42 disposed on the left side in the traveling direction of the motorcycle. The first and second case members 41, 42 are molded by casting, and the case member 41, 42 has a die cutting direction 40 (the horizontal direction in FIGS. 2 and 4). The first and second case members 41, 42 are coupled to each other at a mating surface 43 orthogonal to.

  In such a crankcase 22, a first engine hanger boss 44, which is fastened to the upper part of the engine hanger 17 with a bolt 48, projects forward on the front upper parts of the first and second case members 41, 42. Thus, the second engine hanger boss 45 that is fastened to the lower part of the engine hanger 17 with a bolt 49 projects forwardly at the lower front side of the first and second case members 41, 42. The third engine hanger boss 46 is fastened to the rear upper part of the first and second case members 41, 42 so as to be fastened with bolts 50 to the upper part of the pivot plate 15. The first and second case members 41 and 42 are integrally provided so as to protrude, and bolts 51 are provided below the pivot plates 15. Fourth engine hanger boss 47 to be sintered is provided integrally.

  A crankshaft 53 having an axis orthogonal to the mating surface 43 is rotatably supported on the crankcase 22, and a piston 55 slidably fitted in a cylinder bore 54 provided in the cylinder block 23 is connected. It is connected to the crankshaft 53 via a rod 56 and a crankpin 57.

  A generator cover 59 that forms a generator chamber 58 is coupled to the second case member 42 in the crankcase 22 between the second case member 42 and the end of the crankshaft 53 in the generator chamber 58. A generator 62 is configured by the outer rotor 60 to be fixed and the stator 61 fixed to the generator cover 59 so as to be disposed in the outer rotor 60.

  In addition, a gear 64 having a one-way clutch 63 interposed between the outer rotor 60 of the generator 62 is supported in the generator chamber 58 so as to be relatively rotatable with respect to the crankshaft 53. Starting power is transmitted from a starting motor 65 attached to the second case member 42, and the one-way clutch 63 transmits power from the starting motor 65 to the outer rotor 60, that is, the crankshaft 53 side. Rotational power from the crankshaft 53 side is not transmitted to the starter motor 65 side.

  A clutch cover 67 that forms a clutch chamber 66 is coupled to the first case member 41 of the crankcase 22 and the first case member 41. A drive gear 68 is connected to the crankshaft 53 in the clutch chamber 66. Keyed and fixed together with the flywheel 69.

  The crankcase 22 accommodates a constantly meshing gear transmission mechanism 70 for shifting the power from the crankshaft 53 in a plurality of stages. The gear transmission mechanism 70 has an axis parallel to the crankshaft 53. For example, a first gear train G1, a second gear train G2, a third gear train G3, and a second gear train are connected between a main shaft 71 and a counter shaft 72 that are rotatably coupled to the crankcase 22. A 4-speed gear train G4 is provided as an alternative that can be established.

The projecting portion of the counter shaft 72 from the second case member 42 of the crank case 22, a drive sprocket 73 constituting part of the transmission means 38 is fixed, the chain 37 is wound on the driving sprocket 73 It is hung.

  Moreover, as clearly shown in FIG. 3, the countershaft 72 is arranged behind the crankshaft 53 when viewed from the axial direction of the crankshaft 53, and between the crankshaft 53 and the countershaft 72, the axis of the crankshaft 53 is disposed. An axis C2 of the main shaft 71 is disposed above a straight line L connecting C1 and the axis C3 of the countershaft 72.

  Between the crankshaft 53 and the main shaft 71, a primary reduction device 74, a damper rubber 75 and a starting clutch 76 disposed in the clutch chamber 66 are interposed. The starting clutch 76 is connected to the main shaft 71. A clutch outer 77 supported in a relatively rotatable manner, a plurality of drive friction plates 78 engaged with the clutch outer 77, a clutch inner 79 coupled to the main shaft 71 so as not to be relatively rotatable, and the drive It is a conventionally known multi-plate clutch having a plurality of driven friction plates 80 engaged with the clutch inner 79 so as to alternately overlap the friction plates 78. In place of the damper rubber 75, a coil spring may be used.

  The primary reduction device 74 includes the drive gear 68 and a driven gear 81 that meshes with the drive gear 68 and is rotatably supported on the main shaft 71. The driven gear 81 is interposed via a damper rubber 75. It is connected to the clutch outer 77.

  Referring to FIG. 2, a spark plug 83 is attached to the cylinder head 24 so that the top of the piston 55 faces the combustion chamber 82 formed between the cylinder block 23 and the cylinder head 24. . Further, the cylinder head 24 includes a cam constituting a part of a valve operating device 84 that opens and closes an intake valve (not shown) and an exhaust valve (not shown) disposed on the cylinder head 24 so as to be able to open and close. A shaft 85 is rotatably supported, and the camshaft 85 has an axis parallel to the crankshaft 53.

  Between the crankshaft 53 and the camshaft 85, there is provided a timing transmission mechanism 86 that transmits the rotational power of the crankshaft 53 while decelerating to 1/2. The timing transmission mechanism 86 is provided in the generator chamber. 58, a drive sprocket 87 fixed to the crankshaft 53, a driven sprocket 88 provided on the camshaft 85, and an endless cam chain 89 wound around the drive sprocket 87 and the driven sprocket 88. A cam chain passage 90 for running the cam chain 89 is formed in the cylinder block 23 and the cylinder head 24 so as to communicate with the generator chamber 58. An idle sprocket 91 is rotatably supported on the cylinder block 23 between the drive sprocket 87 and the driven sprocket 88 so as to mesh with the cam chains 89 on both sides.

  On the second case member 42 of the crankcase 22, a tensioner arm 95 having a tension sprocket 94 meshing with the cam chain 89 in a direction in which the cam chain 89 is tensioned is rotatably supported. The tensioner arm 95 is disposed obliquely above and rearward of the crankshaft 53 so as to hold the cam chain 89 from above with a tension sprocket 94. Thus, a bolt 96, which is a support shaft for pivotally supporting the tensioner arm 95, is screwed to the second case member 42, and this bolt 96 is connected to the axis of the crankshaft 53 as clearly shown in FIG. When viewed from the direction, it is disposed between the axis C1 of the crankshaft 53 and the axis C2 of the main shaft 71.

  The tensioner arm 95 is urged by an oil lock type cam chain lifter 97 in a direction in which the tension sprocket 94 is pressed against the cam chain 89. The cam chain lifter 97 is a second case of the crankcase 22. A guide cylinder 98 fixed to the member 42 and a push rod 99 that is slidably supported by the guide cylinder 98 and abuts against the other end of the tensioner arm 95 are provided.

The guide tube 98 is integrally formed in the lower portion of the while close to the lower end portion to the second engine hanger Bo scan 4 5 provided on the front side lower portion of the crankcase 22, the second case member 42 is inclined rearwardly upwards The sealing bolt 100 is screwed to the lower end portion of the guide tube 98.

  A push rod 99 is slidably fitted to the guide tube 98 so that the rod head 101 provided at the upper end is brought into contact with the other end of the tensioner arm 95. A communication hole 102 is provided in the upper part of the push rod 99, and a hydraulic chamber 103 is formed in the guide cylinder 98 between the push rod 99 and the sealing bolt 100.

Wherein the lower end of the push rod 99 is fixed a ball seat 1 3 5 cap shape having a valve hole 104, and its ball seat 1 3 5, wherein the ball seat 1 3 5 so as to close the valve hole 104 in the ball 1 3 6 housed, the spring 1 3 7 provided between the valve wherein the hole 104 close to the side balls 1 3 6 sealing bolts 100 and ball 1 so as to bias the 3 6, wherein Check valve 1 3 8 for introducing entered the oil to the push rod 99 in the hydraulic chamber 103 side from the communication hole 102 is formed.

  6 and 7, an oil pump 105 is attached to the first case member 41 of the crankcase 22 so as to be accommodated in the clutch chamber 66. The pump housing 106 of the oil pump 105 is It consists of a dish-shaped housing main body 107 opened to the first case member 41 side, and a cover plate 108 that closes the opening end of the housing main body 107, and on the side surface opposite to the mating surface 43 of the first case member 41. It is concluded.

  A pump shaft 109 of the oil pump 105 is rotatably supported by the pump housing 106, and an inner rotor 110 fixed to the pump shaft 109 and an outer meshing mesh with the inner rotor 110 are provided in the pump housing 106. The rotor 111 is accommodated.

  A driven gear 112 is fixed to an end portion of the pump shaft 109 protruding from the pump housing 106, and the driven gear 112 is meshed with a drive gear 68 fixed to the crankshaft 53. Thus, the gear train 113 constituted by the drive gear 68 and the driven gear 112 is disposed outside the pump housing 106 and inside the clutch cover 67.

  Oil is sucked into the oil pump 105 from the lower part in the crankcase 22 and the lower part of the clutch chamber 66 through an oil strainer 114 disposed in the lower part of the first case member 41.

The bottom between the housing main 107 and the cover plate 108 Thus, the intake passage 115 leading to the oil strainer 1 14 is formed, discharge passage 116 is formed between the upper between the housing main 107 and cover plate 108 .

  By the way, an oil passage 117 is formed in the upper part on the cylinder block 23 side between the coupling surfaces of the clutch cover 67 and the first case member 41, and the discharge passage 116 and the oil passage 117 are formed in the crankcase 22. The communication path 118 communicates with each other.

The first case member 41 includes first and second communication holes 119 and 120 extending in the mold release direction 40 so as to pass through one end of the discharge passage 116 and the oil passage 117, and first and second communication holes. 119 and 120 are provided with a common communication hole 121 that extends in the die cutting direction 40 and is formed by die cutting toward the mating surface 43 side. The communication passage 118 is formed by the first communication hole 119, the second communication hole 120, and the common communication hole 121, and the other end side opening of the common communication hole 121 is combined with the first case member 41. The communication passage 118 is formed by a first communication hole 119, a second communication hole 120, and the common communication hole 121.

  Further, the first and second communication holes 119 and 120 are formed by die-cutting toward the mating surface 43 in the same manner as the common communication hole 121, and the closing portion 122 is flush with the mating surface 43. Abutting on the first case member 41, the other end side opening of the common communication hole 121 is closed. The first case member 41 is provided with a first engine hanger boss 44 fastened to the engine hanger 17 provided on the vehicle body frame F. The communication passage 118 is provided in the vicinity of the first engine hanger boss 44. Be placed.

  An oil passage 117 formed between the clutch cover 67 and the first case member 41 is connected to an oil passage 123 provided in the cylinder block 23 through an orifice 124 so as to guide oil to the valve operating device 84 side. An oil passage 125 that guides oil to the speed change mechanism 70 side is provided in the first case member 41.

  As shown in FIG. 2, the clutch cover 67 is formed with an oil passage 127 that communicates with the oil passage 117. The oil passage 127 is connected to an oil passage 128 provided coaxially in the crankshaft 53. Connection is made via a centrifugal filter 126 formed in the flywheel 69.

  Next, the operation of this embodiment will be described. The countershaft 72 is disposed behind the crankshaft 53 when viewed from the axial direction of the crankshaft 53, and the main shaft 71 is located between the crankshaft 53 and the countershaft 72. Therefore, the axes C1, C2, and C3 of the crankshaft 53, the main shaft 71, and the countershaft 72 are connected to the main shaft 71. The distance between the crankshaft 53 and the countershaft 72 can be shortened by being arranged on a triangle having the axis C2 as a vertex. Further, since the bolt 96 that pivotally supports the tensioner arm 95 is disposed between the axes C1 and C2 of the crankshaft 53 and the main shaft 71, the area required for swinging of the tensioner arm 95 can be reduced. The portion is arranged between the crankshaft 53 and the main shaft 71, the distance between the crankshaft 53 and the main shaft 71 can be shortened, and the distance between the crankshaft 53 and the countershaft 72 can be shortened. The longitudinal length of the engine E can be reduced.

  Further, since the cylinder block 23 is coupled to the upper part of the crankcase 22 so as to rise upward from the crankcase 22, the longitudinal length of the internal combustion engine E can be further reduced.

Further , since the guide cylinder 98 of the oil lock type cam chain lifter 97 is fixed to the crankcase 22 at a position close to the second engine hanger boss 45 provided at the front lower portion of the crankcase 22 , the second engine hanger By disposing the cam chain lifter 97 using the overhang of the boss 45 from the crankcase 22, the internal combustion engine E can be made compact by disposing the dead space effectively.

Further, a discharge passage 116 is formed between the cover plate 108 that is in contact with the first case member 41 and fastened to the first case member 41 and the housing main body 107, and between the first case member 41 and the clutch cover 67. An oil passage 117 is formed, and first and second communication holes 119, 120 extending in the mold release direction so as to pass through one end of the discharge passage 116 and the oil passage 117, and first and second communication holes 119, 120. A common communication hole 121 is provided in the first case member 41 so that one end of the second communication member 121 is connected in common to the other end of the first case member 41 and extends in the mold release direction. When the other end side opening is closed, the communication passage 118 that communicates between the discharge passage 116 and the oil passage 117 becomes the first communication hole 119, the second communication hole 120, and the aforementioned communication passage 118. Because it is formed by Tsurendoriana 121, as corresponding with the discharge passage 116 and the oil passage 117 to the complexity of the oil passage, an increase in the size of the cover and, to avoid the complication of the shape of the cover of the oil passage layout Can increase the degree of freedom.

  Moreover, the communication passage 118 can be formed by molding the first and second case members 41 and 42, and the communication passage 118 can be formed with a simple structure that does not require machining. In addition, a closing member such as a sealing plug for closing the other end opening of the common communication hole 121 is not necessary, and an increase in the number of parts can be avoided and the processing cost can be reduced.

  Moreover, since the housing main body 107 which comprises a part of pump housing 106 of the oil pump 105 is covered with the clutch cover 67, the pump housing 106 can be protected by the clutch cover 67 and the appearance can be enhanced.

  Further, since the gear train 113 for driving the oil pump 105 is disposed in the clutch cover 67, the gear train 113 can be protected from dust and mud.

  In addition, since the communication passage 118 is disposed in the vicinity of the first engine hanger boss 44 projecting laterally from the crankcase 22, the formation of the communication passage 118 prevents the crankcase 22 from becoming large.

  Further, since the first and second communication holes 119 and 120 are formed by die cutting to the same mating surface 43 side as the common communication hole 121, the parting line can be arranged on the opposite side to the mating surface 43, In the first case member 41, burrs can be removed when machining the seal portion between the pump housing 106 and the clutch cover 67.

  Furthermore, since the closing portion 122 of the second case member 42 is in contact with the first case member 41 in the same plane as the mating surface 43, it is possible to contribute to shortening the processing man-hour when machining the second case member 42.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

  For example, in the above-described embodiment, the first and second communication holes 119 and 120 are formed by die cutting in the same direction as the common communication hole 121. However, the common communication hole 121 and the first and second communication holes are formed. 119 and 120 may be formed by die cutting in opposite directions.

1 is a left side view of a motorcycle. FIG. 4 is a longitudinal sectional view of an essential part of the internal combustion engine, and is a sectional view taken along line 2-2 of FIG. FIG. 3 is a cross-sectional view taken along line 3-3 of FIG. 2. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 of FIG. It is the vertical side view which looked at the crankcase and the cylinder block from the right side, Comprising: It is sectional drawing which follows the 6-6 line of FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. 6.

Explanation of symbols

17 ... Engine hanger 21 ... Engine body 22 ... Crank case 40 ... Die release direction 41 ... First case member 42 ... Second case member 43 ... Matching surface 44 ... First engine hanger boss 67... Second clutch cover 105... Oil pump 106. Pump housing 107. First housing main body 108. Plate 113 ... Gear train 116 ... Discharge passage 117 as first oil passage ... Oil passage 118 as second oil passage ... Communication passage 119 ... First communication hole 120 ... First 2 communication hole 121 ... common communication hole 122 ... blocking part F ... body frame

Claims (6)

  The crankcase (22) constituting a part of the engine body (21) is a mating surface (43) orthogonal to the die cutting direction (40) of the first and second case members (41, 42) to be molded. The oil passage (116, 117) is coupled to the crankcase (22) or a member to be coupled (108) coupled to the crankcase (22) and the crankcase (22). In the internal combustion engine formed between the cover (107, 67), the first case member (41) or the first case is provided on the side surface of the first case member (41) opposite to the mating surface (43). First and second oil passages (116, 117) independent from each other are formed between the member (41) and the fastened member (108) fastened to the first case member (41). 1 and The second cover (107, 67) is coupled to each other independently, and the first case member (41) is inserted into the first and second oil passages (116, 117) at one end, so that the mold release direction is reached. The first and second communication holes (119, 120) extending in the direction of the first and second communication holes (119, 120) are extended in the mold release direction (40) with one end in common. A common communication hole (121) formed by die-cutting to the mating surface (43) side is provided, and the second case member (42) has a space between the first and second oil passages (115, 116). The communication passage (118) for communication is formed by the first communication hole (119), the second communication hole (120), and the common communication hole (121), and the common case is coupled with the first case member (41). The other end of the communication hole (121) Internal combustion engine, wherein a closing portion for closing the opening (122) is provided.   One of the first and second covers (107, 67) is covered with the other of the first and second covers (107, 67) when coupled to the first case member (41). The internal combustion engine described.   The first cover (107) is a housing main body (107) constituting a part of the pump housing (106) provided in the oil pump (105) attached to the first case member (41), and the second cover (67) Is a clutch cover (67) that covers the first cover (107) and is coupled to the first case member (41), and a gear train (113) for driving the oil pump (105) is the first cover. 3. The internal combustion engine according to claim 2, wherein the internal combustion engine is arranged outside the (107) and inside the second cover (67).   The crankcase (22) is provided with an engine hanger boss (44) fastened to an engine hanger (17) provided on a body frame (F) of a saddle-ride type vehicle, and the communication passage (118) is provided with the engine The internal combustion engine according to any one of claims 1 to 3, wherein the internal combustion engine is arranged in the vicinity of the hanger boss (44).   The internal combustion engine according to any one of claims 1 to 4, wherein the first and second communication holes (119, 120) are formed by die-cutting toward the mating surface (43).   The closing part (122) of the second case member (42) contacts the first case member (41) in the same plane as the mating surface (43) and opens at the other end of the common communication hole (121). The internal combustion engine according to claim 1, wherein the internal combustion engine is closed.

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