JP6437744B2 - Engine gas-liquid separator - Google Patents

Description

  The present invention relates to a gas-liquid separator for an engine that separates a mixed fluid of lubricating oil (oil mist) and blow-by gas into lubricating oil and blow-by gas.

  Patent Document 1 describes an example of a lubrication structure of a four-cycle engine (hereinafter simply referred to as “engine”) mounted on a work machine. In the engine lubrication structure described in Patent Document 1, the lubricating oil in the oil tank is sucked into the crank chamber to be misted, and this misted lubricating oil (oil mist) is valved via the oil tank. Supplied to the mechanism. The mixed fluid of the lubricating oil and blow-by gas in the valve operating chamber is sent to the air cleaner through the discharge passage, and is separated into lubricating oil and blow-by gas by an oil separator provided in the air cleaner. The separated oil is sent to the crank chamber, and the separated blow-by gas is burned in the combustion chamber and then discharged to the outside through the muffler.

JP 2012-57554 A

In the above prior art, oil mist in a state where the mist concentration is lowered in the oil tank is supplied to the valve operating mechanism. For this reason, supply of excessive lubricating oil to the valve mechanism is suppressed, and gas-liquid separation performance by the oil separator is also ensured.
However, the oil separator statically performs gas-liquid separation, and if for some reason excessive lubricating oil is supplied to the valve operating mechanism, there is a possibility that the lubricating oil and blow-by gas cannot be sufficiently separated. is there.

  Therefore, an object of the present invention is to provide a gas-liquid separator for an engine that can improve the separation performance between lubricating oil and blow-by gas as compared with the prior art.

According to one aspect of the present invention, there is provided an engine gas-liquid separator in which an engine valve is driven to open and close by a valve operating mechanism. The valve mechanism includes a rotating member that rotates in conjunction with a crankshaft, a push rod that moves in the axial direction in accordance with the rotation of the rotating member, and a rocker arm that opens and closes the engine valve as the push rod moves. And including. The gas-liquid separation device is formed to have the rotating member mounted thereon to rotatably support the rotating member and to have a support shaft having a fluid passage therein, and a plurality of minute through holes. A filter portion that rotates integrally with the member around the support shaft, and the rotation member, the support shaft, and the filter portion are storage chambers that are provided separately from a crank chamber in which the crankshaft is disposed. And is housed in the housing chamber that forms part of the circulation path of the lubricating oil together with the crank chamber, and allows the mixed fluid of the lubricating oil and blow-by gas in the housing chamber to pass through the rotating filter unit. Thus, the oil is separated into lubricating oil and blow-by gas, and the separated blow-by gas flows through the fluid passage.

  In the gas-liquid separator of the engine, it is possible to separate more lubricating oil from the mixed fluid by allowing the mixed fluid of the lubricating oil and blow-by gas to pass through the rotating filter unit. The blow-by gas after the lubricating oil is sufficiently separated flows through the internal fluid passage. For this reason, compared with a prior art, the isolation | separation performance of lubricating oil and blow-by gas improves.

1 is a schematic cross-sectional view of an engine to which a gas-liquid separator according to an embodiment of the present invention is applied. It is a figure which shows the component of the valve operating mechanism of the said engine. It is explanatory drawing of the lubrication structure of the said engine. It is explanatory drawing (sectional drawing) of the blowby gas process part of the said engine. It is the A section enlarged view of FIG. It is a figure which shows the modification of the said gas-liquid separator.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a schematic cross-sectional view of an engine 1 to which a gas-liquid separator according to an embodiment of the present invention is applied. The engine 1 is mainly used as a drive source (prime mover) of a portable work machine such as a brush cutter.

  The engine 1 includes a cylinder block 4 in which a cylinder 3 that accommodates a piston 2 in a reciprocating manner is formed, a crankcase 6 that is attached to a lower portion of the cylinder block 4 and forms a crank chamber 5 together with the cylinder block 4, and a cylinder block 4 has a cylinder head 8 that forms a combustion chamber 7 together with the cylinder block 4, and an oil tank 30 that is disposed below the crankcase 6 and stores lubricating oil LO.

  A crankshaft 9 is rotatably supported at a connecting portion between the cylinder block 4 and the crankcase 6. Both ends of the crankshaft 9 protrude outside the crank chamber 5. The piston 2 is connected to the crankshaft 9 via a crank web 10 and a connecting rod 11, whereby the reciprocating motion of the piston 2 is converted into the rotational motion of the crankshaft 9.

  The cylinder head 8 is formed with an intake port 12 that communicates with a carburetor (not shown) and an exhaust port 13 that communicates with an exhaust muffler 40, and an intake valve 14 is disposed in the intake port 12. Is provided with an exhaust valve 15. The intake valve 14 and the exhaust valve 15 are driven to open and close by a valve mechanism described below.

  FIG. 2 is a diagram showing components of the valve mechanism. As shown in FIGS. 1 and 2, the valve mechanism includes a drive gear 51, a cam gear 52, a cam follower member (first cam follower member 53, second cam follower member 54), and a push rod (first push rod 55). , Second push rod 56) and rocker arms (first rocker arm 57, second rocker arm 58).

  The drive gear 51 is attached to the crankshaft 9 and rotates together with the crankshaft 9. The cam gear 52 has a gear portion 52a in which gear teeth meshing with the drive gear 51 are formed on the periphery, and a cam portion 52b disposed on one side surface of the gear portion 52a. The cam gear 52 is rotatably supported by the first support shaft 60 and rotates around the first support shaft 60 in conjunction with the rotation of the crankshaft 9.

  The first cam follower member 53 and the second cam follower member 54 are supported by a second support shaft 61 disposed above the first support shaft 60 so as to be able to swing (turn). The first cam follower member 53 and the second cam follower member 54 are in contact with the outer peripheral surface (cam surface) of the cam portion 52b of the cam gear 52, and are linked to the rotation of the cam gear 52 (cam portion 52b). Rocks (rotates) around 61.

  One end of the first push rod 55 is connected to the first cam follower member 53 and the other end is connected to one end of the first rocker arm 57, and the swing motion of the first cam follower member 53 is transmitted to the first rocker arm 57. To do. The second push rod 56 has one end connected to the second cam follower member 54 and the other end connected to one end of the second rocker arm 58, and the second rocker arm 58 performs the swinging motion of the second cam follower member 54. To communicate. The other end of the first rocker arm 57 is connected to the intake valve 13, and the other end of the second rocker arm 58 is connected to the exhaust valve 14.

  When the crankshaft 9 rotates, the cam gear 52 is rotationally driven via the drive gear 51. When the cam gear 52 rotates, the first cam follower member 53 and the second cam follower member 54 that are in contact with the outer peripheral surface of the cam portion 52b swing around the second support shaft 61, whereby the first push rod 55 and the second cam follower member 54 are swung. Each push rod 56 moves in the axial direction. Then, the first rocker arm 57 opens and closes the intake valve 13 as the first push rod 55 moves in the axial direction, and the second rocker arm 58 opens and closes the exhaust valve 14 as the second push rod 56 moves in the axial direction. To do. In this way, the valve gear drives the intake valve 13 and the exhaust valve 14 to open and close.

  Here, the first rocker arm 57 and the second rocker arm 58 are accommodated in the valve operating chamber 17 formed by the cylinder head 8 and the head cover 16 (see FIG. 1). The drive gear 51, the cam gear 52, the first cam follower member 53, and the second cam follower member 54 are accommodated in a valve drive chamber 220 described later (see FIG. 3). The 1st push rod 55 and the 2nd push rod 56 are arrange | positioned in the supply channel | path 210 mentioned later (refer FIG. 3). Each element constituting the valve mechanism is lubricated by the lubricating oil LO stored in the oil tank 30.

FIG. 3 is an explanatory diagram of the lubricating structure of the engine 1.
As shown in FIG. 3, the lubrication structure of the engine 1 is lubricated between the first circulation path 100 that circulates lubricating oil between the oil tank 30 and the crank chamber 5, and between the oil tank 30 and the valve operating chamber 17. And a second circulation path 200 through which oil is circulated.

  The first circulation path 100 is used to send the lubricating oil (oil mist) misted in the crank chamber 5 to the oil tank 30 and the first oil passage 110 for sending the lubricating oil from the oil tank 30 to the crank chamber 5. Second oil passage 120.

  The first oil passage 110 is provided between the oil tank 30 and the cylinder block 4, and the oil tank side end portion 110 a disposed in the oil tank 30 and the inside of the crank chamber 5 according to the position of the piston 2. And a crank chamber side end portion 110b that is open to the center.

  A suction part 111 for sucking the lubricating oil LO stored in the oil tank 30 is attached to the oil tank side end part 110 a of the first oil passage 110. The suction part 111 includes a flexible tube body 111a and a weight 111b with a suction port attached to the tube body 111a. The weight 111b is movable in the vertical direction by gravity, and is immersed in the lubricating oil LO even when the engine 1 (oil tank 30) is tilted.

  The crank chamber side end portion 110b of the first oil passage 110 is positioned below the skirt portion 2a of the piston 2 at the top dead center and positioned below the upper surface of the piston 2 at the bottom dead center. Arranged (set).

  The first oil passage 110 is provided with a check valve 112 that prevents the flow of lubricating oil from the crank chamber 5 toward the oil tank 30. The check valve 112 is configured to open when the pressure in the crank chamber 5 is lower than that in the oil tank 30 (the crank chamber 5 is in a negative pressure state).

  Therefore, the first oil passage 110 sucks up the lubricating oil from the oil tank 30 when the piston 2 moves from the bottom dead center toward the top dead center and the inside of the crank chamber 5 is in a negative pressure state. It is configured to be supplied into the chamber 5. The lubricating oil supplied into the crank chamber 5 is misted by being stirred in the crank chamber 5 (oil mist is generated).

  The second oil passage 120 is provided between the crank chamber 5 and the oil tank 30, the crank chamber side end portion 120 a that opens to the bottom of the crank chamber 5, and the oil tank side disposed in the oil tank 30. And an end portion 120b.

  A reed valve 121 is provided at the crank chamber side end 120 a of the second oil passage 120. The reed valve 121 is configured to open when the pressure in the crank chamber 5 becomes higher than the oil tank 30 (the crank chamber 5 is in a positive pressure state). Further, the oil tank side end portion 120 b of the second oil passage 120 is arranged to be located above the oil level of the lubricating oil stored in the oil tank 30.

  That is, the second oil passage 120 is configured so that the oil mist generated in the crank chamber 5 when the piston 2 moves from the top dead center toward the bottom dead center and the crank chamber 5 becomes a positive pressure state. The lubricating oil staying in the crank chamber 5 is sent (returned) to the oil tank 30. Here, the oil tank side end portion 120b of the second oil passage 120 is disposed above the oil surface of the lubricating oil. For this reason, oil mist is not released into the lubricating oil from the oil tank side end 120b, and the released oil mist is sprayed onto the oil surface of the lubricating oil stored in the oil tank 30. As a result, foaming of the lubricating oil in the oil tank 30 is suppressed, and a part of the released oil mist is liquefied in the oil tank 30.

  On the other hand, the second circulation path 200 is provided in the middle of the supply passage 210 communicating with the oil tank 30 and the valve operating chamber 17, and includes the drive gear 51, the cam gear 52, the first cam follower member 53, and the second The valve drive chamber 220 that houses the cam follower member 54, the valve operating chamber 17, the suction passage 230, the third oil passage 240, the crank chamber 5, and the second oil passage 120 described above are configured. In the present embodiment, the supply passage 210 has two communication passages 211 that connect the valve drive chamber 220 and the valve train chamber 17, and the first push rod 55 is disposed in one communication passage 211, while the other The second push rod 56 is disposed in the communication path 211.

  The supply passage 210 is a passage for supplying the oil mist discharged into the oil tank 30 to the valve driving chamber 220 and the valve operating chamber 17. The supply passage 210 has an oil tank side end 210 a disposed in the oil tank 30 and (two) valve chamber side ends 210 b that open into the valve chamber 17.

  The oil tank side end portion 210 a of the supply passage 210 is disposed above the oil tank side end portion 120 b of the second oil passage 120 in the oil tank 30. For this reason, the oil mist discharged from the second oil passage 120 is prevented from flowing directly into the supply passage 210. Further, as described above, since a part of the oil mist discharged from the second oil passage 120 is liquefied in the oil tank 30, the oil mist having a concentration lower than that in the crank chamber 5 is the oil tank side end portion. It flows into the supply passage 210 from 210a. The oil mist that has flowed into the supply passage 210 is supplied to the valve train chamber 17 via the valve drive chamber 220 and lubricates each element that constitutes the valve train.

  The suction passage 230 is a passage for sucking the lubricating oil staying in the valve operating chamber 17 and is provided in the upper portion of the valve operating chamber 17. At least one suction hole 230 a is formed in the suction passage 230, and at least one suction pipe 231 opened near the inner bottom surface of the valve operating chamber 17 is connected to the suction passage 230.

  The third oil passage 240 is a passage for sending the lubricating oil in the suction passage 230 into the crank chamber 5. The third oil passage 240 has a suction passage side end portion 240 a connected to the suction passage 230 and a crank chamber side end portion 240 b that opens into the crank chamber 5 according to the position of the piston 2.

  The crank chamber side end portion 240b of the third oil passage 240 is located below the skirt portion 2a of the piston 2 at the top dead center and the bottom dead center, similarly to the crank chamber side end portion 110b of the first oil passage 110. It arrange | positions (set) so that it may be located below the upper surface of piston 2 in this.

  Therefore, when the piston 2 moves from the bottom dead center toward the top dead center and the inside of the crank chamber 5 is in a negative pressure state, the lubricating oil staying in the valve operating chamber 17 is absorbed by the suction holes 230a and / or Alternatively, the lubricating oil sucked into the suction passage 230 via the suction pipe 231 and sucked into the suction passage 230 is sent to the crank chamber 5 via the third oil passage 240. The lubricating oil sent to the crank chamber 5 is misted in the crank chamber 5 or stored in the crank chamber 5 and sent to the oil tank 30 through the second oil passage 120 (returned) as described above. ).

  Further, a return passage 250 is provided between the valve drive chamber 220 and the crank chamber 5 to return the lubricating oil retained in the valve drive chamber 220 to the crank chamber 5 when the crank chamber 5 is in a negative pressure state. Is provided. Since the cross-sectional area of the return passage 250 is very small compared to the cross-sectional area of the second oil passage 120, the valve is driven from the crank chamber 5 via the return passage 250 when the inside of the crank chamber 5 is in a positive pressure state. Lubricating oil is hardly sent to the chamber 220.

  Further, a flow rate adjusting passage 260 is provided between the valve driving chamber 220 and the first oil passage 110. The flow rate adjusting passage 260 adjusts the flow rate of the lubricating oil supplied into the crank chamber 5 through the first oil passage 110 by sucking air in the valve drive chamber 220. A flow restrictor 261 is provided in the flow rate adjusting passage 260. By adjusting the flow restrictor 261, the amount of air sucked and, in turn, the flow rate of the lubricating oil supplied into the crank chamber 5 is adjusted.

  By the way, the blow bath gas leaked from the combustion chamber 7 is mixed in the circulation path of the lubricating oil (the first and second circulation paths 100 and 200). Therefore, the lubrication structure of the engine 1 is provided with a blow-by gas processing unit 300 for guiding the blow-by gas in the circulation path to the intake system for processing. The blow-by gas processing unit 300 includes a gas-liquid separation device 310 that separates a mixed fluid of lubricating oil (oil mist) and blow-by gas, in other words, blow-by gas containing lubricating oil into lubricating oil and blow-by gas, A blow-by gas passage 320 for guiding the blow-by gas to the intake system.

FIG. 4 is an explanatory diagram (sectional view) of the blow-by gas processing unit 300 in the present embodiment.
In the present embodiment, the gas-liquid separator 310 separates the mixed fluid (blow-by gas including lubricating oil) in the valve drive chamber 220 into lubricating oil and blow-by gas. The gas-liquid separation device 310 includes, as components, a first support shaft 60 that rotatably supports the cam gear 52 and a filter 311 that rotates about the first support shaft 60 integrally with the cam gear 52.

The valve drive chamber 220 is formed between the outer surface of the cylinder block 4 and the first cover member 221 attached thereto.
The first support shaft 60 is formed as a stepped shaft, and includes a small diameter shaft portion 60a to which the cam gear 52 is mounted and a large diameter shaft portion 60b having a larger diameter than the small diameter shaft portion 60a. The end of the first support shaft 60 on the small diameter shaft portion 60a side is inserted into the recess 4a formed in the cylinder block 4, and the end of the large diameter shaft portion 60b side is formed on the first cover member 221. It is inserted into the large diameter part (non-penetrating part) of the stepped through hole 221a. In other words, the first support shaft 60 is supported at both ends by the cylinder block 4 and the first cover member 221, and the end surface of the first support shaft 60 on the large diameter shaft portion 60 b side has a small diameter portion ( It is exposed to the outside of the valve driving chamber 220 through a penetrating portion. A fluid passage 61 is formed inside the first support shaft 60.

FIG. 5 is an enlarged view of a portion A in FIG.
The fluid passage 61 has a shaft end surface on the large diameter shaft portion 60b side of the first support shaft 60, that is, an end surface opening end 61a that opens at the center of the shaft end surface located in the large diameter portion of the stepped through hole 221a, It has two outer peripheral surface opening ends 61b that open to the outer peripheral surface of the large-diameter shaft portion 60b of the first support shaft 60. In other words, the fluid passage 61 extends along the axis of the first support shaft 60 in the large-diameter shaft portion 60b of the first support shaft 60 and extends on the shaft end surface of the first support shaft 60 on the large-diameter shaft portion 60b side. A first passage 62 that opens to the center and two second passages 63 that extend from the first passage 62 and open to the outer peripheral surface of the large-diameter shaft portion 60 b of the first support shaft 60 are provided. Here, two examples of the outer peripheral surface opening end 61b (second passage 63) are shown, but the outer peripheral surface opening end 61b (second passage 63) may be one, or three or more. May be.

  The filter 311 has a mesh structure, for example, and is provided so as to cover the outer peripheral surface opening end 61 b of the fluid passage 61 (opening end of the second passage 63). The filter 311 is attached to the cam portion 52 b of the cam gear 52 and rotates around the first support shaft 60 together with the cam gear 32. However, the filter 311 is not limited to a mesh structure as long as it has a large number of fine through holes through which blow-by gas can pass. Further, the filter 311 only needs to rotate around the first support shaft 60 integrally with the cam gear 52, and may be formed integrally with the cam gear 52. For example, a part of the cam portion 52b of the cam gear 52 (a portion other than the contact position with the cam follower member) may be formed to have a function as the filter 311.

  Returning to FIG. 4, a second cover member 222 is further attached to the outer surface of the first cover member 221. The second cover member 222 is provided so as to cover a small diameter portion (through portion) of a stepped through hole 221 a formed in the first cover member 221, and is valve-driven between the outer surface of the first cover member 221. A space 223 partitioned from the chamber 220 is formed. However, the space portion 223 communicates with the valve drive chamber 220 via the small diameter portion (penetrating portion) of the stepped through hole 221 a of the first cover member 221, the fluid passage 61 of the first support shaft 60, and the filter 311. doing. A blow-by gas passage 320 is connected to an opening 222 a formed in the upper portion of the second cover 222, and the space portion 223 communicates with the engine 1 in an intake system (for example, an intake passage).

Next, the operation of the gas-liquid separator 310 will be described.
The blow bus gas leaked from the combustion chamber 7 is supplied to the valve drive chamber 220 together with the oil mist generated in the crank chamber 5. For this reason, a mixed fluid (blow-by gas containing lubricating oil) of lubricating oil (oil mist) and blow-by gas exists in the valve drive chamber 220.

  Here, the space portion 223 communicates with an intake system (for example, an intake passage) via the blow-by gas passage 320, and a negative pressure generated by an intake air flow acts on the space portion 223. The space portion 223 communicates with the inside of the valve drive chamber 220 via the small diameter portion (through portion) of the through hole 221a, the fluid passage 61 of the first support shaft 60, and the filter 311. Therefore, the mixed fluid in the valve driving chamber 220 tends to flow into the fluid passage 61 from the outer peripheral surface opening end 61 b via the filter 311 that rotates together with the cam gear 52.

  When the mixed fluid passes through the filter 311, the lubricating oil (oil mist) in the mixed fluid collides with the rotating filter 311 and / or is collected, liquefied and dropped. Thereby, most of the lubricating oil in the mixed fluid is separated. On the other hand, the blow-by gas in the mixed fluid passes through the rotating filter 311, flows into the fluid passage 61 from the outer peripheral surface opening end 60 b, and flows out from the end surface opening end 60 a into the space portion 223 through the fluid passage 61. Thus, the mixed fluid is separated (gas-liquid separation) into lubricating oil and blow-by gas. The blow-by gas that has flowed out into the space 223 is supplied to the intake system via the blow-by gas passage 320.

  The lubricating oil that has been liquefied and dropped is stored in the valve drive chamber 220 and returned to the crank chamber 5 through the return passage 250. The blow-by gas supplied to the intake system is discharged outside through the muffler 40 after being combusted in the combustion chamber 7.

  In the present embodiment, the gas-liquid separation device 310 provided in the lubrication structure of the engine 1 supports the cam gear 52 in a rotatable manner, and has a first support shaft 60 having a fluid passage 61 therein, and the cam gear 52 integrally. And a filter 311 that rotates about the first support shaft 60. The mixed fluid of the lubricating oil and the blow-by gas is separated into the lubricating oil and the blow-by gas by passing through a filter 311 that rotates together with the cam gear 52, and the separated blow-by gas flows through the fluid passage 61. Has been. Therefore, more lubricating oil can be separated from the mixed fluid, and the blow-by gas after the lubricating oil is sufficiently separated flows through the fluid passage 61 inside the first support shaft 60. For this reason, compared with a prior art, the isolation | separation performance of lubricating oil and blow-by gas improves.

  In the above-described embodiment, the mixed fluid of the lubricating oil and the blowby gas is separated into the lubricating oil and the blowby gas by the rotating filter 311, and the separated blowby gas is a fluid passage 61 inside the first support shaft 60. It flows out to the space part 223 through. The blow-by gas that has flowed into the space 223 is guided to the intake system via the blow-by gas passage 320. However, it is not limited to this. For example, as in the modification shown in FIG. 6, a collision wall portion 224 that collides with blow-by gas flowing out from the fluid passage 61 (the end face opening end 61 a thereof) may be provided in the space portion 223. This is because when there is lubricating oil (oil mist) that has passed through the filter 311, it is liquefied and separated from the blow-by gas by colliding with the collision wall 224. In this case, a passage 330 similar to the above-described return passage 250 is provided between the space portion 223 and the crank chamber 5 so that the lubricating oil that has been liquefied and accumulated in the space portion 223 is returned to the crank chamber 5. It is preferable to configure. In this way, the separation performance between the lubricating oil and the blow-by gas by the gas-liquid separator 310 is further improved.

  As mentioned above, although one embodiment of the present invention and its modification were explained, the present invention is not limited to the above-mentioned embodiment and modification, and further modification and change are based on the technical idea of the present invention. Of course it is possible.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Piston, 3 ... Cylinder, 4 ... Cylinder block, 5 ... Crank chamber, 6 ... Crankcase, 7 ... Combustion chamber, 8 ... Cylinder head, 9 ... Crankshaft, 12 ... Intake port, 13 ... Exhaust Port 14, Intake valve 15, Exhaust valve 16, Head cover 17, Valve chamber 30, Oil tank 40, Exhaust muffler 51, Drive gear 52, Cam gear 53, First cam follower member 54 Second cam follower member, 55 ... first push rod, 56 ... second push rod, 57 ... first rocker arm, 58 ... second rocker arm, 60 ... first support shaft, 61 ... fluid passage, 61a ... end opening of fluid passage End, 61b ... Open end of outer peripheral surface of fluid passage, 62 ... First passage, 63 ... Second passage, 100 ... First circulation path, 200 ... Second circulation path, 220 ... Lub drive chamber, 221 ... first cover member, 222 ... second cover member, 222 ... second cover member, 223 ... space portion, 224 ... impact wall, 300 ... blow-by gas processing portion, 310 ... gas-liquid separator, 311 ... Filter, 320 ... Blow-by gas passage

Claims (9)

An engine gas-liquid separator in which an engine valve is driven to open and close by a valve mechanism,
The valve mechanism includes a rotating member that rotates in conjunction with a crankshaft, a push rod that moves in the axial direction in accordance with the rotation of the rotating member, and a rocker arm that opens and closes the engine valve as the push rod moves. And including
The gas-liquid separator is
A support shaft which is mounted with the rotating member and rotatably supports the rotating member, and which has a fluid passage inside;
A filter portion that is formed with a large number of micro through-holes and rotates about the support shaft integrally with the rotating member;
Including
The rotating member, the support shaft, and the filter portion are storage chambers provided separately from a crank chamber in which the crankshaft is disposed, and together with the crank chamber constitute a part of a circulation path of lubricating oil Is contained in a containment room,
The mixed fluid of the lubricating oil and the blow-by gas in the storage chamber is separated into the lubricating oil and the blow-by gas by passing through the rotating filter unit, and the separated blow-by gas flows through the fluid passage. Being
Engine gas-liquid separator. The fluid passage has an end surface opening end that opens to one shaft end surface of the support shaft, and at least one outer peripheral surface opening end that opens to the outer peripheral surface of the support shaft,
The filter portion is provided so as to cover the outer peripheral surface opening end of the fluid passage.
The engine gas-liquid separator according to claim 1. The fluid passage is
A first passage extending along an axis of the support shaft and opening to one shaft end surface of the support shaft;
At least one second passage extending from the first passage and opening in the outer peripheral surface of the support shaft;
Have
The filter portion is provided so as to cover an opening end of the second passage that opens to the outer peripheral surface of the support shaft.
The gas-liquid separator for an engine according to claim 1 or 2.   The separated blowby gas flows into the fluid passage from the opening end of the outer peripheral surface or the opening of the second passage, and flows out from the opening end of the end surface or the opening of the first passage. The gas-liquid separator for an engine according to 1.   5. The gas-liquid separator for an engine according to claim 2, wherein the one shaft end surface of the support shaft is exposed to the outside of the storage chamber. 6.   The gas-liquid separation device for an engine according to any one of claims 1 to 5, further comprising a collision wall portion on which blow-by gas flowing out of the fluid passage collides.   The engine gas-liquid separator according to claim 1, wherein the filter unit has a mesh structure.   The gas-liquid separator for an engine according to any one of claims 1 to 7, wherein the rotating member and the filter portion are integrally formed. The storage chamber is formed between an outer surface of the cylinder block and a cover member attached thereto, the support shaft is supported at both ends by the cylinder block and the cover member, and the filter portion is rotated The gas-liquid separator for an engine according to any one of claims 1 to 8 , which is attached to a member .