JP6392975B2 - Lubricating oil supply structure for internal combustion engines - Google Patents

Description

  The present invention relates to a lubricating oil supply structure for an internal combustion engine.

In a conventional internal combustion engine lubricating oil supply structure, oil is collected by an oil receiving portion formed on the inner surface of the back portion of the crankcase and supplied to the shaft member of the transmission via a clutch lever holder. It is shown in Patent Document 1.
However, in the one disclosed in Patent Document 1 below, when oil is collected by utilizing the oil splashing by the rotation of the primary driven gear of the internal combustion engine, the position where the oil receiving portion is formed is defined by the direction of gravity. Therefore, there has been a problem of supplying oil to a portion located near the back of the crankcase.

JP 2003-056882 A (FIGS. 5 to 7)

  An object of the present invention is to provide a lubricating oil supply structure for an internal combustion engine that can be simply configured and can supply oil to a portion located near the back surface of a crankcase.

In order to solve the above-mentioned problem, the invention according to claim 1 includes a crankcase that constitutes a crank chamber that houses a crankshaft, a plurality of gears that are housed in the crankcase, and a combustion chamber. A cylinder head and a valve mechanism that opens and closes the intake valve and the exhaust valve of the combustion chamber in conjunction with the rotation of the crankshaft, and forms a space that houses a transmission member that drives the valve mechanism In the lubricating oil supply structure of the internal combustion engine in which the member accommodating chamber is formed, an oil receiving portion is formed in the transmission member accommodating chamber, and an oil introduction port that opens to the oil receiving portion communicates with the upper wall of the crankcase. formed Te, the sensor accommodation chamber for accommodating a sensor for detecting the rotation of the gear of the internal combustion engine, it is formed on the upper wall of the crankcase opening to the crankcase toward the inside, the OY A passage portion that extends from the receiving portion to the sensor housing chamber is formed in the upper wall of the crankcase in communication with the oil introduction port, and an oil discharge port is formed in the sensor housing chamber. A lubricating oil supply structure for an internal combustion engine characterized by communicating.

  According to a second aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to the first aspect, the oil discharge port is formed vertically below the oil receiving portion.

  According to a third aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to the first or second aspect, the passage portion is inclined downward from the oil introduction port to the oil discharge port. It has a surface.

According to a fourth aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to any one of the first to third aspects, the oil introduction port from the oil receiving portion toward the passage portion is a crank. The oil discharge port is formed so as to be directed toward one side in the axial direction, and the oil discharge port directed from the passage portion toward the sensor housing chamber is directed toward the other side in the crankshaft axial direction. .

  According to a fifth aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to any one of the first to fourth aspects, the crankcase is divided into a left and right split type crank divided in the direction of the crankshaft axis. The passage portion is formed by overlapping both openings of a box-like space opened on the mating surfaces of the left half and the right half of the crankcase.

According to a sixth aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to any one of the first to fifth aspects, the crankcase is divided into left and right cranks divided in the direction of the crankshaft axis. The oil receiving portion and the sensor housing chamber are formed in one of a left half and a right half of the crankcase.

  According to a seventh aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to the fifth or sixth aspect, the crankcase bulges upward from the wall surface of the upper wall of the left half and the right half of the crankcase. The box-shaped space is formed immediately below the formed fastening member insertion portion.

According to an eighth aspect of the present invention, in the internal combustion engine lubricating oil supply structure according to any one of the first to seventh aspects, the internal combustion engine houses a multi-stage transmission in the crankcase, the multi-speed transmission is a main shaft driven rotated by the rotation from the crank shaft, disposed in parallel with the main shaft, and a counter shaft in conjunction with drive wheels, facing the sensor portion of the sensor tooth wheel is characterized in that a gear interlocked always rotates with the counter shaft.

Gear invention according to claim 9, in the lubricating oil supply structure for an internal combustion engine according to claim 8, the sensor portion opposed to said gear of said sensor, which is relatively rotatably supported by the main shaft It is characterized by being.

  In order to solve the above problems, the invention according to claim 10
A crankcase that constitutes a crankcase that houses the crankshaft, a plurality of gears housed in the crankcase, a cylinder head in which a combustion chamber is formed, and an intake air in the combustion chamber in conjunction with the rotation of the crankshaft In a lubricating oil supply structure for an internal combustion engine having a valve operating mechanism for opening and closing a valve and an exhaust valve,
  An oil introduction port is formed in the internal combustion engine, and a sensor housing chamber that houses a sensor that detects rotation of the gear of the internal combustion engine is formed in the upper wall of the crankcase and opens toward the crankcase). A passage portion extending from the oil introduction port to the sensor housing chamber is formed in the upper wall of the crankcase in communication with the oil introduction port, and an oil discharge port is formed in the sensor housing chamber. A lubricating oil supply structure for an internal combustion engine characterized by communicating with a passage portion.

  In order to solve the above problems, the invention according to claim 11
A crankcase that constitutes a crankcase that houses the crankshaft, a plurality of gears housed in the crankcase, a cylinder head in which a combustion chamber is formed, and an intake air in the combustion chamber in conjunction with the rotation of the crankshaft In a lubricating oil supply structure for an internal combustion engine having a valve operating mechanism for opening and closing a valve and an exhaust valve,
  An oil introduction port is formed in the internal combustion engine, and a sensor housing chamber that houses a sensor that detects rotation of the gear of the internal combustion engine is formed in the upper wall of the crankcase and opens toward the crankcase). A lubricating oil supply structure for an internal combustion engine, wherein a passage portion extending from the oil introduction port to the sensor storage chamber is formed, and an oil discharge port is formed in the sensor storage chamber and communicates with the passage portion. It is.

According to the lubricating oil supply structure of the internal combustion engine of the first aspect of the present invention, the oil mist mixed with the oil and gas scattered from the transmission member is formed in the transmission member accommodation chamber in the transmission member accommodation chamber, and the oil introduction The oil is collected at the oil receiving part with an opening, and the collected oil is communicated with the oil inlet and opened into the crankcase from the passage formed in the upper wall of the crankcase through the oil outlet. feeding the upper wall formed in a sensor accommodating chamber of the crankcase, by dropping toward the sensor housing chamber to the gear, the lubricating oil supply structure for an internal combustion engine capable of supplying oil to the site located on the rear side of the crankcase Can be configured easily.

  According to the invention of claim 2, in addition to the effect of the invention of claim 1, since the oil is guided by gravity from the oil receiving portion to the oil discharge port via the passage portion, a lubricating oil supply structure for an internal combustion engine without a pump is required. Can be configured easily.

  According to the invention of claim 3, in addition to the effect of the invention of claim 1 or claim 2, since the inclined surface is formed in the passage portion, particularly the contact area of the oil mist is increased. Can be urged.

  According to the invention of claim 4, in addition to the effect of the invention of any one of claims 1 to 3, the oil that has entered the passage part from the oil introduction port is reversed in direction and discharged from the passage part. Since it goes out to an exit, a detour will be constituted and a labyrinth effect will be produced, and gas-liquid separation can be promoted especially by earning the movement distance of oil mist.

  According to the invention of claim 5, in addition to the effect of the invention of any one of claims 1 to 4, the passage portion is configured by combining the box-like spaces of the left half and the right half of the crankcase. As a result, a space for storing oil can be secured and the gear can be continuously lubricated.

According to the invention of claim 6, in addition to the effect of the invention of any one of claims 1 to 5, the oil receiving portion and the sensor housing chamber of the left half and the right half of the crankcase are provided. Since the structure of the other half of the crankcase that is not formed can be simplified, it contributes to a reduction in manufacturing cost.

  According to the invention of claim 7, in addition to the effect of the invention of claim 5 or claim 6, the box in which the passage portion is formed immediately below the bulging portion formed when the fastening member insertion portion is formed in the crankcase. Since the cylindrical space is formed, it contributes to the downsizing of the internal combustion engine.

According to the invention of claim 8, in addition to the effect of the invention of any one of claims 1 to 7, the sensor can be used as a vehicle speed sensor, and oil is applied to the gears facing through the sensor. Since it can be dripped, oil can be supplied from there to another gear, and the lubricating oil supply structure of the multi-stage transmission can be simply configured.

According to the invention of claim 9, according to claims in addition to the effect of the invention of claim 8, it is possible to make the vehicle speed detected by sensing the main-shaft side of the gear adjacent to the crank shaft, the arrangement of the sensor and sensor housing chamber The enlargement of the internal combustion engine can be suppressed, and the internal combustion engine can be made compact.

  According to the lubricating oil supply structure for an internal combustion engine of the invention according to claim 10,
In the internal combustion engine, oil mist mixed with oil and gas scattered in the internal combustion engine was collected at the oil inlet, and the recovered oil was communicated with the oil inlet and formed in the upper wall of the crankcase. The rear surface of the crankcase is opened from the passage through the oil discharge port into the crankcase and sent into the sensor housing chamber formed on the upper wall of the crankcase, and dropped from the sensor housing chamber toward the gear. A lubricating oil supply structure for an internal combustion engine that can supply oil to a portion located closer can be easily configured.

  According to the lubricating oil supply structure for an internal combustion engine of the invention according to claim 11,
In the internal combustion engine, oil mist mixed with the oil and gas scattered in the internal combustion engine is collected at the oil inlet, and the collected oil is opened from the passageway through the oil outlet into the crankcase. A lubricating oil supply structure for an internal combustion engine capable of supplying oil to a portion located near the back surface of the crankcase by being sent out into the sensor housing chamber formed on the upper wall of the crankcase and dripped toward the gear from the sensor housing chamber Can be configured easily.

1 is a right side view of a motorcycle equipped with an internal combustion engine equipped with a lubricating oil supply structure for an internal combustion engine according to an embodiment of the present invention. FIG. 6 is a right elevational cross section of the right half of the crankcase as viewed in the direction of arrows II-II in FIG. 5. FIG. 6 is a right elevational cross section of the right half of the crankcase as viewed in the direction of arrows III-III in FIG. 5. FIG. 6 is a left elevational view of the right half of the crankcase and the cylinder block as viewed in the direction of arrows IV-IV in FIG. 5. FIG. 5 is a plan cross-sectional view of the crankcase as viewed in the direction of arrows VV in FIG. 4. FIG. 5 is a cross-sectional view of a main shaft, a counter shaft, and a plurality of transmission gears of the multi-stage transmission, as viewed from arrows VI-VI in FIG. 4. It is a left elevation sectional view of the right half of a crankcase showing the modification of this embodiment.

  A lubricating oil supply structure for an internal combustion engine according to an embodiment of the present invention and a modification thereof will be described with reference to FIGS.

In the present embodiment, the internal combustion engine 3 is shown mounted on the motorcycle 1, and the directions of front and rear, left, right, up and down in the claims and the description of the present specification indicate the supply of lubricating oil for the internal combustion engine of the present embodiment. The internal combustion engine 3 having the structure is assumed to follow the direction of the vehicle (motorcycle) in a state where the internal combustion engine 3 is mounted on the motorcycle 1.
In the figure, arrow FR indicates the front of the vehicle, LH indicates the left side of the vehicle, RH indicates the right side of the vehicle, and UP indicates the upper side of the vehicle.

  As shown in FIG. 1, the right side surface of the motorcycle 1 according to this embodiment is such that the body frame 2 of the motorcycle 1 according to this embodiment has a main frame 21 inclined slightly rearward from the head pipe 20. Then, the main frame 21 is bent downward to form the main steeply inclined portion 21a, and the down frame 22 extends further from the head pipe 20 with the center in the vehicle width direction obliquely rearward and downward.

The front part of the crankcase 30 in the internal combustion engine 3 is attached to the support bracket 22a at the lower part of the down frame 22 by two hanger bolts 3a, and the rear part of the crankcase 30 is the main steeply inclined part 21a of the main frame 21. The internal combustion engine 3 is supported by the vehicle body frame 2 by being attached to the support brackets by the hanger bolts 3a at two upper and lower positions.
A pair of left and right seat rails 25 extend rearward from the bent portion of the main frame 21 while forming a bent portion in the middle, and the backstay connecting the bent portion of the seat rail 25 and the central portion of the main steeply inclined portion 21a. 26 supports the seat rail 25.

  In the vehicle body frame 2 as described above, the front fork 10 is pivotally supported on the head pipe 20, the front wheel 11 is pivotally supported at the lower end thereof, the steering handle 12 is provided at the upper end of the pivot of the front fork 10, and the main frame 21 A rear fork 13 pivotally supported on the front end of a pivot shaft 27 provided at the lower portion of the rear fork extends rearward, and a rear wheel ("driving wheel" in the present invention) 14 is pivotally supported on the rear end thereof. A rear cushion 15 is interposed between the rear portion and the backstay 26.

A fuel tank 16 is installed on the main frame 21 so as to straddle the left and right sides, and a seat 17 is supported by a seat rail 25 behind the fuel tank 16.
A front cover 18A covers the upper part of the down frame 22 of the body frame 2 from the left and right sides, a side cover 18B covers the left and right sides between the internal combustion engine 3 and the seat 17, and a rear cover 18C covers the second half of the seat rail 25. .

  The internal combustion engine 3 according to the present embodiment integrally includes a multi-stage transmission 5 (see FIGS. 3 and 6) at a rear portion in the crankcase 30 to constitute a so-called power unit. The air-cooled single-cylinder SOHC type four-stroke cycle internal combustion engine mounted on the motorcycle 1 is oriented in the vehicle width direction, that is, the left-right direction of the motorcycle 1 and the cylinder is tilted slightly forward to stand upright.

In the internal combustion engine 3, a cylinder block 32 and a cylinder head 33 are sequentially stacked on a diagonally upper part of a crankcase 30 that rotatably supports a crankshaft 31 oriented in the left-right direction, and are fastened together by a stud bolt (not shown). A cylinder head cover 34 is placed on the head 33, and the cylinder block 32, the cylinder head 33, and the cylinder head cover 34 are projected from the crankcase 30 so as to be inclined slightly forward.
The drive chain 29 wound around the output sprocket 28 of the output shaft 52 of the internal combustion engine 3 protruding from the crankcase 30 is laid over the driven sprocket 14a on the rear wheel 14 side, and power is transmitted to the rear wheel 14.

As shown in FIG. 1, an intake pipe 45 extending rearward from the cylinder head 33 is connected to an air cleaner 47 via a throttle body 46.
The exhaust pipe 48 extending forward from the cylinder head 33 is bent downward and further bent rearward, and is arranged on the right side of the rear wheel 14 rearward and rightward along the lower surface of the crankcase 30. It is linked to 49.
An exhaust purification catalyst 9 is provided in the middle of the exhaust pipe 48.

  4 shows the mating surface 30Ra of the right half 30R of the crankcase 30 with the left half 30L, the crankcase 30 of the inner edge engine 3 includes a left half 30L formed by casting an aluminum alloy. A crank that houses the crankshaft is a left-right split structure in which the right half 30R is joined together by mating surfaces 30La and 30Ra and joined together by a plurality of case fastening bolts 30a (see FIG. 5). A chamber 38 is formed.

FIG. 5, which is a plan sectional view of the crankcase 30 taken along the line V-V in FIG. 4, shows a left-right split structure including the right half 30 </ b> R and the left half 30 </ b> L.
Further, as shown in FIG. 5, an AC generator 42 attached to the left end of the crankshaft 31 is provided on the left side of the crankcase 30, and a multi-plate type attached to the right end side of the main shaft 51 on the right side of the crankcase 30. The transmission clutch 55 is provided and covered with a clutch cover 56 that is fastened to the right half 30R.

  In addition, a cam chain (“transmission member” in the present invention) 61 spanned between the crankshaft 31 and the valve mechanism 6 in order to drive the valve mechanism 6 (see FIG. 2) provided in the cylinder head 33. However, it is accommodated in a cam chain chamber (“transmission member accommodation chamber” in the present invention) 60 provided from the right side of the crankcase 30 to the right side of the cylinder block 32 and the cylinder head 33.

As described later, a plurality of speed change gears provided on the main shaft 51 and the counter shaft 52 are provided between the left standing wall 35L of the left half 30L and the right standing wall 35R of the right half 30R, that is, at the rear portion of the crank chamber 38. A gear ("plurality of gears" in the present invention) 53 is accommodated and a predetermined speed change is made (see FIG. 6).
The rotational power of the internal combustion engine 3 after being shifted by the plurality of speed change gears 53 of the main shaft 51 and the counter shaft 52 is output by the counter shaft 52.
The counter shaft 52 penetrates the left half 30L of the crankcase 30 to the left and protrudes to the outside to become the final output shaft 52 of the internal combustion engine 3, and the output sprocket 28 is spline fitted to the protruding portion. ing.
A drive chain 29 wound around the output sprocket 28 is stretched over a driven sprocket 14a on the rear wheel 14 side (see FIG. 1) to form a chain transmission mechanism, and power is transmitted to the rear wheel 14.

2 is a right elevational section of the right half 30R of the crankcase 30 as viewed in the direction of arrows II-II in FIG. 5, and FIG. 3 is a right elevational section of the right half 30R of the crankcase 30 as viewed in the direction of arrows III-III. It is.
FIG. 4 is a left elevational view of the right half 30R as viewed in the direction of arrows IV-IV in FIG. 5. As described above, the mating surface 30Ra of the right half 30R with the left half 30L is as shown in FIG. Indicated.

  2 is a right elevational sectional view of the right half 30R passing through the cam chain chamber 60, the cylinder block 32, the cylinder head 33, etc., as shown in FIG. 5, and is fitted to the right end of the crankshaft 31. A cam chain drive sprocket 62, a cam chain driven sprocket 64 fitted to the right end of the cam shaft 63 of the valve mechanism 6 and a cam chain 61 hung between the two sprockets 62, 64 are shown.

In the valve mechanism 6, the cam chain driven sprocket 64 has a diameter twice that of the cam chain drive sprocket 62, and the camshaft 63 is rotated in synchronization with the half speed of the crankshaft 31, so that the intake rocker arm 65 i The exhaust rocker arm 65e is swung to open and close the intake valve 37i and the exhaust valve 37e of the combustion chamber 36 at predetermined timings.
2, 57R and 58R are the right ball bearings of the main shaft 51 and the counter shaft 52 of the multi-stage transmission 5 on the right standing wall 35R of the right half 30R of the crankcase 30.

FIG. 3 is a right elevational cross-sectional view of the right half 30R and the cylinder block 32 passing through the crank chamber 38 and the cylinder bore 32a in the cylinder block 32 as shown in FIG. 5, and inside the cylinder bore 32a. It is shown that the piston 40 fitted slidably is connected to the crankpin 39 of the crankshaft 31 in the crank chamber 38 by the connecting rod 41.
A combustion chamber 36 is formed in the cylinder head 33 toward the upper surface of the piston 40 (see FIG. 2).

  The rear portion of the crank chamber 38 in the crankcase 30 constitutes a mission chamber 50. A main shaft 51 of the multi-stage transmission 5 is disposed on the side closer to the crankshaft 31, and a counter shaft 52 is disposed on the far side. Each of 51 and 52 is provided with a plurality of predetermined shifting gears 53 and meshes with each other.

Referring again to FIG. 2, the inner surface of the cam chain chamber 60 protrudes into the cam chain chamber 60 where the upper wall 70 </ b> R of the right half 30 </ b> R of the crankcase 30 contacts the cam chain chamber 60. The oil receiving portion 71 is formed, and an oil introduction port 72 that opens into the oil receiving portion 71 is formed in communication with the upper wall 70R of the crankcase 30.
Referring to FIG. 3, the upper wall 70 </ b> R of the right half 30 </ b> R of the crankcase 30 is located behind the oil inlet 72 and above the main shaft 51 of the multistage transmission 5. A magnetic sensor accommodating chamber 75 (“sensor accommodating chamber” in the present invention) 75 having a cylindrical opening is formed.
In the magnetic sensor housing chamber 75, a magnetic sensor ("sensor" in the present invention) that detects the rotation of the transmission gear 53 by directing the sensor portion 8a so as to face one of the plurality of transmission gears 53 of the internal combustion engine. 8 is accommodated.

The oil introduction port 72 communicates with a passage portion 73 formed in the upper wall 70R. The passage portion 73 is located above the crank chamber 38 and follows the shape of the upper wall 70R along the rotation of the crankshaft 31. Inclined downward toward the rear.
On the other hand, the magnetic sensor housing chamber 75 is formed with an oil discharge port 74 that opens inward in the radial direction, and communicates with the lower end side of the passage portion 73.
That is, a passage portion 73 extending from the oil receiving portion 71 to the magnetic sensor housing chamber 75 is formed in the upper wall 70R of the crankcase 30 so as to communicate with the oil introduction port 72.

  Lubricating oil and oil mist splashed from the cam chain 61 adhere to the inner surface of the cam chain chamber 60, and oil after lubrication adheres to the valve mechanism 6 and returns to the crank chamber 38. However, a part of the oil is collected by the oil receiving portion 71, flows into the passage portion 73 from the oil introduction port 72, and the oil flowing down the passage portion 73 flows from the oil discharge port 74 to the magnetic sensor housing chamber 75. Then, from the gap around the magnetic sensor 8, it drops along one of the plurality of transmission gears 53 to be detected by the magnetic sensor 8 through the magnetic sensor 8.

  That is, in the present embodiment, in the cam chain chamber 60, oil mist mixed with oil and gas scattered from the cam chain 61 is formed in the oil receiving portion 71 formed in the cam chain chamber 60 and having an oil introduction port 72 opened. The collected oil is sent from the passage portion 73 through the oil discharge port 74 into the magnetic sensor housing chamber 75 and dropped from the magnetic sensor housing chamber 75 toward one of the plurality of transmission gears 53, thereby The lubricating oil supply structure of the engine 3 could be easily configured.

  Further, the oil discharge port 74 is formed vertically below the oil receiving portion 71, and the oil is guided by gravity from the oil receiving portion 71 to the oil discharge port 74 via the passage portion 73. The lubricating oil supply structure of the engine 3 is simply configured.

4 is a left elevational view of the right half 30R and the cylinder block 32 as viewed in the direction of arrows IV-IV in FIG. 5, and the mating surface 30Ra of the right half 30R of the crankcase 30 with the left half 30L is shown. Indicated. In FIG. 4, the crankshaft 31, the main shaft 51, and the countershaft 52 are shown not facing a cross section but facing the left shaft end.
As shown in FIG. 4, the right half of the oil passage 73 is opened on the mating surface 30Ra, and the right half of the passage 73 swells upward from the wall surface of the upper wall 70R of the right half 30R. A box-shaped space 77R formed immediately below the fastening member insertion portion 76R through which the case fastening bolt 30a is inserted is formed.

  As shown in FIG. 5 which is a plan sectional view of the crankcase 30 taken along the line V-V in FIG. 4, the left half 30L of the crankcase 30 is similarly applied to the upper wall 70L (the right half of the left half 30L). A fastening member insertion portion 76L (in the corresponding position in FIG. 4) for inserting the case fastening bolt 30a, which is formed to bulge upward from the wall surface of the corresponding position in FIG. A left half portion of the passage portion 73 that opens to the mating surface 30La with the right half body 30R is formed in a box-shaped space 77L formed immediately below (shown with brackets).

  That is, the crankcase 30 is a left-right split type crankcase divided in the direction of the crankshaft 31, and a box-shaped space 77L opened on the mating surfaces 30La and 30Ra of the left half 30L and the right half 30R of the crankcase 30; Since the passage portion 73 is configured by combining the openings of 77R so as to overlap each other, a space for storing oil can be secured, and the transmission gear 53 can be continuously lubricated.

  Further, since the box-shaped spaces 77L and 77R forming the passage portion 73 are formed immediately below the bulging portion formed when the fastening member insertion portions 76L and 76R are formed in the crankcase 30, the internal combustion engine 3 Contributes to downsizing.

  In this embodiment, since the oil receiving portion 71 and the magnetic sensor housing chamber 75 are formed in the right half 30R which is one of the left half 30L and the right half 30R of the crankcase 30, the oil receiving portion 71 and the structure of the left half 30L of the other crankcase 30 in which the magnetic sensor housing chamber 75 is not formed can be simplified, which contributes to a reduction in manufacturing cost.

  Further, as shown in FIG. 4, the passage portion 73 has an inclined surface 73a inclined downward from an oil introduction port 72 opened upward to an oil discharge hole 74 opened downward. The formation of the surface 73a particularly increases the contact area of the oil mist, so that the gas-liquid separation action can be promoted.

Further, as shown in FIG. 5, the oil introduction port 72 from the oil receiving portion 71 toward the passage portion 73 is formed so as to be directed to the left direction, which is one side of the crankshaft 31 axial direction, and the passage portion 73. The oil discharge port 74 heading toward the magnetic sensor housing chamber 75 is formed so as to be directed in the right direction, which is the other side of the crankshaft 31 in the axial direction.
Therefore, since the oil that has entered the passage portion 73 from the oil introduction port 72 reverses the direction and exits from the passage portion 73 to the oil discharge port 74, a detour is formed, and a labyrinth effect is achieved. In particular, the gas-liquid separation can be promoted by increasing the moving distance of the oil mist.

6 is a cross-sectional view of the main shaft 51, the counter shaft 52, and the plurality of transmission gears 53 of the multi-stage transmission 5 as viewed in the direction of arrows VI-VI in FIG.
A change mechanism composed of a shift drum or the like is a well-known one and is not shown.
The multi-stage transmission 5 of the present embodiment is a four-stage transmission that includes a main shaft 51, a counter shaft 52, a primary driven gear 54, and a multi-plate type transmission clutch 55.

The left end of the main shaft 51 is rotatably supported by the left standing wall 35L of the crankcase 30 via the left ball bearing 57L, and the center portion is rotatably supported by the right standing wall 35R of the crankcase 30 via the right ball bearing 57R.
A primary driven gear 54 and a transmission clutch 55 are provided on the right end side of the main shaft 51.
The left end side of the counter shaft 52 is rotatably supported by the left standing wall 35L of the crankcase 30 via the left ball bearing 58L and the right end side is rotatably supported by the right standing wall 35R of the crankcase 30 via the right ball bearing 58R. .

The transmission clutch 55 is configured on the right end side of the main shaft 51, and a primary driven gear 54 is rotatably supported. A clutch outer 55a connected to the primary driven gear 54 in the rotational direction is moved in the axial direction. Is provided to be regulated.
The primary driven gear 54 is a gear that always meshes with a primary drive gear (not shown) provided on the crankshaft 31, and the clutch outer 55a rotates integrally with the primary driven gear 54.

  A clutch inner 55b (see FIG. 5) is spline fitted to the right end of the main shaft 51 so as to be restricted from moving in the axial direction. The clutch outer 55a and the clutch inner 55b are separated by a known clutch mechanism (not shown). The connection / disconnection is performed, the rotational power input from the crankshaft 31 to the primary driven gear 54 is transmitted to the main shaft 51, and the main shaft 51 rotates.

The main shaft 51 and the counter shaft 52 are provided with a plurality of speed change gears 53, respectively, and a 1st to 4th speed is changed by operating a change mechanism (not shown).
The counter shaft 52 is an output shaft 52 of the multi-stage transmission 5. An output sprocket 28 for driving rear wheels is fixed to the left end of the counter shaft 52, and a drive chain 29 for driving rear wheels is wound around the counter shaft 52.

The main shaft 51 includes a plurality of speed change gears 53, between the right ball bearing 57R and the left ball bearing 57L, in order from the primary driven gear 54 side, the first speed drive gear M1x, the third speed drive gear M3w, and the fourth speed drive. A gear M4s and a second speed drive gear M2w are provided.
The counter shaft 52 is provided with a first speed driven gear C1w, a third speed driven gear C3s, a fourth speed driven gear C4w, and a second speed driven gear C2x in the same order as a plurality of speed change gears 53.
The driving gear and the driven gear at each speed are always meshed with each other.
The subscript x is a non-freewheeling gear that is integral with or fixed to the shaft, the subscript w is a gear that can idle with respect to the shaft at a predetermined position on the shaft, and the subscript s is held by a spline and cannot be idled. However, it is an axially slidable gear.
The shift forks F1 and F2 of the change mechanism (not shown) drive the axially slidable gear (subscript s) by the driver's intention and engage with the adjacent idle gear (subscript w) by the dog clutch, so that a predetermined speed change is achieved. Made.

The shift fork F1 is engaged with the fourth speed drive gear M4s, and the shift fork F2 is engaged with the third speed driven gear C3s.
In the main shaft 51, a dog clutch D1 is provided between the third speed drive gear M3w and the fourth speed drive gear M4s, and a dog clutch D2 is provided between the fourth speed drive gear M4s and the second speed drive gear M2w.
In the counter shaft 52, a dog clutch D3 is provided between the first speed driven gear C1w and the third speed driven gear C3s, and between the third speed driven gear C3s and the fourth speed driven gear C4w.

The state shown in FIG. 6 is neutral, each of the dog clutches D1 to D4 is released, the first speed driven gear C1w is idled by the first speed driving gear M1x, and the fourth speed driven gear C4w is the fourth speed driving gear M4s. However, the rotation is not transmitted from the main shaft 51 to the counter shaft 52.
On the contrary, the 3rd speed drive gear M3w is idled by the 3rd speed driven gear C3s, and the 2nd speed drive gear M2w is only idled by the 2nd speed driven gear C2x, and the rotation from the counter shaft 52 to the main shaft 51 is performed. I can't tell.

When the third speed driven gear C3s is moved to the right by the shift fork F2 and the dog clutch D3 is engaged, the rotation of the first speed driven gear C1w is transmitted to the counter shaft 52 via the third speed driven gear C3s by the dog clutch D3 and the first speed is increased. To establish.
When the 4-speed drive gear M4s is moved to the left by the shift fork F1 and the dog clutch D2 is engaged, the rotation of the main shaft 51 is transmitted to the 2-speed drive gear M2w by the dog clutch D2 via the 4-speed drive gear M4s. Is established.
When the 4-speed drive gear M4s is moved to the right by the shift fork F1 and the dog clutch D1 is engaged, the rotation of the main shaft 51 is transmitted to the 3-speed drive gear M3w by the dog clutch D1 via the 4-speed drive gear M4s. Is established.
When the third speed driven gear C3s is moved to the left by the shift fork F2 and the dog clutch D4 is engaged, the rotation of the fourth speed driven gear C4w is transmitted to the counter shaft 52 via the third speed driven gear C3s by the dog clutch D4 and the fourth speed is increased. To establish.

As shown in FIG. 3, a magnetic sensor 8 used as a vehicle speed sensor is mounted above the main shaft 51. As shown by a two-dot chain line thick arrow in FIG. The sensor portion 8a is oriented so as to face the third speed drive gear M3w (“one of the plurality of gears” in the present invention) of the main shaft 51, which is one of the plurality of transmission gears 53.
The magnetic sensor 8 is a sensor that detects the rotation of the third-speed drive gear M3w, and detects a rotation speed by converting a change in magnetic flux when the gear tip passes through into an electric signal.

The third speed drive gear M3w of the main shaft 51 is an idle gear and is not linked to the main shaft 10.
However, since the 3-speed drive gear M3w is always meshed with the 3-speed driven gear C3s that is non-slidable / slidable in the axial direction of the counter shaft 52 that is the output shaft, the 3-speed drive gear M3w always rotates in conjunction with the rotation of the counter shaft 52. .
Further, the counter shaft 52 is always linked to the rear wheel 14 that is the driving wheel of the motorcycle 1 through the output sprocket 28 for driving the rear wheel provided on the counter shaft 52, the drive chain 29, and the driven sprocket 14a. . The rotational speed of the rear wheel 14 of the motorcycle 1 is substantially proportional to the ground speed of the motorcycle 1. Therefore, the speed of the motorcycle 1 can be calculated based on the rotational speed of the third speed drive gear M3w of the main shaft 51.

That is, in the present embodiment, the internal combustion engine 3 houses the multi-stage transmission 5 in the crankcase 30, and the multi-stage transmission 5 receives a rotation from the crankshaft 31 and is driven to rotate. The magnetic sensor 8 has a counter shaft 52 that is arranged in parallel with the rear wheel 51 and interlocks with the rear wheel (“drive wheel” in the present invention) 14. It is opposed to the drive gear M3w (“gear” in the present invention).
Therefore, since the magnetic sensor 8 is used as a vehicle speed sensor and oil can be dripped onto the third speed drive gear M3w opposed to the magnetic sensor 8, the oil is supplied from there to the other plurality of transmission gears 53, and the multi-stage transmission. The lubricating oil supply structure 5 can be easily configured.

  Further, the third speed driving gear M3w opposed to the magnetic sensor 8 is a gear that always rotates in conjunction with the counter shaft 52 and is pivotally supported by the main shaft 51 so as to be relatively rotatable, so that the vehicle speed is independent of the rotation of the main shaft 51. The vehicle speed can be detected by detecting the third speed drive gear M3w on the main shaft 51 side adjacent to the crankshaft 51, and the internal combustion engine 3 by the arrangement of the magnetic sensor 8 and the magnetic sensor housing hole 75 can be detected. Of the internal combustion engine 3 can be made compact.

As mentioned above, although it demonstrated about the lubricating oil supply structure of the internal combustion engine of embodiment which concerns on this invention, the aspect of this invention is not limited to the said embodiment, What is implemented in various aspects in the range of the summary of this invention. Of course.
For example, the internal combustion engine of the present invention may be an internal combustion engine having the requirements of claim 1.
Further, the transmission member is not limited to the cam chain of the embodiment, and may be other means such as a cog belt (toothed belt) as long as the rotational phase between the two axes is accurately maintained.

In the above embodiment, the left and right box-shaped spaces 77L and 77R forming the passage portion 73 are formed by bulging upward from the wall surfaces of the upper and lower walls 70L and 70R of the left half 30L and the right half 30R of the crankcase 30. The fastening member insertion portions 76L and 76R for inserting the case fastening bolt 30a are formed directly under the fastening member insertion portions 76L and 76R for other purposes. May be.
FIG. 7 is a left elevational sectional view of the right half 30R of the crankcase 30 showing such a modification. Note that the left half 30L not shown in FIG. 7 showing the right half 30R is indicated by a bracket in the corresponding position.

In the modification shown in FIG. 7, the fastening member insertion portions 76 </ b> L and 76 </ b> R for inserting the case fastening bolt 30 a are inserted into the portions where the upper wall 70 </ b> R of the right half 30 </ b> R of the crankcase 30 contacts the cylinder block 32. Instead, a hanger bolt 3a is inserted to mount the internal combustion engine 3 on the vehicle body frame 2, which is formed by bulging upward from the wall surfaces of the upper and lower walls 30L, 70R of the left half 30L and the right half 30R of the crankcase 30. Fastening member insertion portions 76L 'and 76R' are provided.
Box-shaped spaces 77L and 77R that similarly form oil passage portions 73 are formed immediately below the fastening member insertion portions 76L 'and 76R' for inserting the hanger bolt 3a.

  Therefore, also in the modified example shown in FIG. 7, the box-shaped spaces 77L and 77R forming the passage portion 73 are formed as the bulging portions formed when the fastening member insertion portions 76L ′ and 76R ′ are formed in the crankcase 30. This contributes to making the internal combustion engine 3 more compact.

  In the description of the present specification, the left and right arrangement of each device has been described specifically for illustration for convenience of explanation, but the arrangement is reversed to the left and right as illustrated in the above embodiment. And is included in the present invention.

DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 2 ... Body frame, 3 ... Internal combustion engine, 3a ... Hanger bolt, 5 ... Multi-stage transmission, 6 ... Valve mechanism, 8 ... Magnetic sensor ("sensor" in this invention) , 8a ... Sensor part, 14 ... rear wheel ("drive wheel" in the present invention), 14a ... driven sprocket, 28 ... output sprocket, 29 ... drive chain, 30 ... crankcase, 30a ... case fastening bolt, 30L ... left half, 30La ... right half Matching surface with body 30R, 30R ... right half, 30Ra ... mating surface with left half 30L, 31 ... crankshaft, 32 ... cylinder block, 32a ... cylinder bore, 33 ... cylinder head, 34 ... cylinder head cover, 36 ... Combustion chamber, 37i ... Intake valve, 37e ... Exhaust valve, 38 ... Crank chamber, 45 ... Intake pipe, 48 ... Exhaust pipe, 50 ... Mission chamber, 51 ... Main shaft, 52 ... Counter shaft, 53 ... Multiple gears ("Plural teeth in the present invention )) 54, primary driven gear, 55, transmission clutch, 60, cam chain chamber (“transmission member accommodation chamber” in the present invention), 61, cam chain (“transmission member” in the present invention), 62, cam chain drive Sprocket, 63 ... cam shaft, 64 ... cam chain driven sprocket, 70L ... upper wall, 70R ... upper wall, 71 ... oil receiving part, 72 ... oil inlet, 73 ... passage part, 73a ... inclined surface, 74 ... oil drain Exit, 75 ... Magnetic sensor storage chamber ("sensor storage chamber" in the present invention) , 76L ... Fastening member insertion portion, 76R ... Fastening member insertion portion, 77L ... Box-shaped space, 77R ... Box-shaped space, M3w ... 3-speed drive Gear ("Gear facing the sensor portion (8a) ", "Gear" in the present invention)

Claims (11)

A crankcase (30) constituting a crank chamber (38) for accommodating the crankshaft (31), a plurality of gears (53) accommodated in the crankcase (30), and a combustion chamber (36) were formed. A cylinder head (33) and a valve mechanism (6) for opening and closing the intake valve (37i) and the exhaust valve (37e) of the combustion chamber (36) in conjunction with the rotation of the crankshaft (31). Have
In the lubricating oil supply structure of the internal combustion engine (3) in which the transmission member accommodating chamber (60) forming a space for accommodating the transmission member (61) for driving the valve mechanism (6) is formed,
An oil receiving portion (71) is formed in the transmission member accommodating chamber (60), and an oil introduction port (72) opened to the oil receiving portion (71) is provided on the upper wall (70R) of the crankcase (30). Formed through,
A sensor housing chamber (75) that houses a sensor (8) for detecting the rotation of the gear (53) of the internal combustion engine (3) opens into the crankcase (30) and opens into the crankcase (30). Formed on the upper wall (70R)
A passage portion (73) from the oil receiving portion (71) to the sensor accommodating chamber (75) communicates with the oil introduction port (72) and is in the upper wall (70R, 70L) of the crankcase (30). A lubricating oil supply structure for an internal combustion engine, wherein an oil discharge port (74) is formed in the sensor housing chamber (75) and communicates with the passage portion (73).   The lubricating oil supply structure for an internal combustion engine according to claim 1, wherein the oil discharge port (74) is formed vertically below the oil receiving portion (71).   The said passage part (73) has the inclined surface (73a) which inclines below from the said oil inlet (72) to the said oil outlet (74), The Claim 1 or Claim 2 characterized by the above-mentioned. A lubricating oil supply structure for an internal combustion engine as described. The oil inlet (72) from the oil receiving portion (71) toward the passage portion (73) is formed so as to be directed to one side in the axial direction of the crankshaft (31), and the passage portion (73) 4. The oil discharge port (74) from the first to the sensor housing chamber (75) is formed so as to be directed to the other side in the axial direction of the crankshaft (31). A lubricating oil supply structure for an internal combustion engine according to claim 1.   The crankcase (30) is a left / right split crankcase divided in the axial direction of the crankshaft (31), and the mating surfaces of the left half (30L) and right half (30R) of the crankcase (30) 5. The passage portion (73) is formed by overlapping both openings of a box-shaped space (77 L, 77 R) opened to (30 La, 30 Ra). The lubricating oil supply structure for an internal combustion engine according to one item. The crankcase (30) is a left / right split crankcase divided in the axial direction of the crankshaft (31), and is included in the left half (30L) and the right half (30R) of the crankcase (30). The lubricating oil supply structure for an internal combustion engine according to any one of claims 1 to 5, wherein the oil receiving portion (71) and the sensor housing chamber (75) are formed on one side.   Directly below the fastening member insertion portion (76L, 76R) formed by bulging upward from the wall surface of the upper wall (70L, 70R) of the left half (30L) and right half (30R) of the crankcase (30) The lubricating oil supply structure for an internal combustion engine according to claim 5 or 6, wherein the box-shaped space (77L, 77R) is formed in the internal combustion engine. The internal combustion engine (3) houses a multi-stage transmission (5) in the crankcase (30), and the multi-stage transmission (5) is rotationally driven in response to rotation from the crankshaft (31). facing the main shaft (51), wherein arranged parallel to the main shaft (51) has a counter shaft in conjunction with the drive wheel (14) and (52), the sensor portion of the sensor (8) and (8a) tooth wheel (m3w), the lubricating oil supply structure for an internal combustion engine according to any one of claims 1 to 7, characterized in that a gear interlocked always rotates with the counter shaft (52) . Wherein the sensor unit (8a) and the counter has been said gear sensor (8) (m3w) is claimed in claim 8, wherein the main shaft (51) is relatively rotatably supported by the gear Lubricating oil supply structure for internal combustion engine.   A crankcase (30) constituting a crank chamber (38) for accommodating the crankshaft (31), a plurality of gears (53) accommodated in the crankcase (30), and a combustion chamber (36) were formed. A cylinder head (33) and a valve mechanism (6) for opening and closing the intake valve (37i) and the exhaust valve (37e) of the combustion chamber (36) in conjunction with the rotation of the crankshaft (31). In the internal combustion engine (3) having a lubricating oil supply structure,
  An oil inlet (72) is formed in the internal combustion engine (3),
  A sensor housing chamber (75) that houses a sensor (8) for detecting the rotation of the gear (53) of the internal combustion engine (3) opens into the crankcase (30) and opens into the crankcase (30). Formed on the upper wall (70R)
  A passage portion (73) extending from the oil introduction port (72) to the sensor housing chamber (75) communicates with the oil introduction port (72) in the upper wall (70R, 70L) of the crankcase (30). A lubricating oil supply structure for an internal combustion engine, wherein an oil discharge port (74) is formed in the sensor housing chamber (75) and communicates with the passage portion (73).   A crankcase (30) constituting a crank chamber (38) for accommodating the crankshaft (31), a plurality of gears (53) accommodated in the crankcase (30), and a combustion chamber (36) were formed. A cylinder head (33) and a valve mechanism (6) for opening and closing the intake valve (37i) and the exhaust valve (37e) of the combustion chamber (36) in conjunction with the rotation of the crankshaft (31). In the lubricating oil supply structure of the internal combustion engine (3) having
  An oil inlet (72) is formed in the internal combustion engine (3),
  A sensor housing chamber (75) that houses a sensor (8) for detecting the rotation of the gear (53) of the internal combustion engine (3) opens into the crankcase (30) and opens into the crankcase (30). Formed on the upper wall (70R)
  A passage portion (73) from the oil introduction port (72) to the sensor housing chamber (75) is formed, and an oil discharge port (74) is formed in the sensor housing chamber (75) to form the passage portion (73 And a lubricating oil supply structure for an internal combustion engine.

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