JPH0771221A - Balancer gear lubricating device for engine - Google Patents

Abstract

PURPOSE:To reduce the agitation resistance of oil agitated by a drive gear and a driven gear for interlocking a balancer shaft with a crankshaft and secure the sufficient quantity of oil for lubricating lubricated parts such as a vacuum pump. CONSTITUTION:In cases 80, 110, a driven gear 119 on the balancer shaft 112 side is meshed with a drive gear 118 on the crankshaft side. An oil chamber 176 for storing gear oil 175 is provided in the case, adjacently to the driven gear 119. A baffle plate 177 for partitioning this oil chamber 176 from a gear chamber 117 with the driven gear 119 accommodated therein, and a small communicating hole 178 is provided to communicate the oil chamber 176 with the gear chamber 117. The gear oil 175 splashed by the driven gear 119 flows into the oil chamber 176, and the gear oil 175 in the oil chamber 176 is fed into a vacuum pump 71, while the gear oil 175 discharged from the vacuum pump 71 is returned to the oil chamber 176.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine used in an automobile or the like, and more particularly to a balancer gear lubricating device for interlocking a balancer shaft with a crankshaft.

[0002]

2. Description of the Related Art Conventionally, as a lubricating device for a balancer gear of the above-mentioned engine, there is one which is constructed as follows.

That is, a crankshaft and a balancer shaft are provided vertically and in parallel with each other in a case forming an outer shell of an engine. And, the driven gear on the balancer shaft side is meshed with the drive gear on the crankshaft side, and the balancer shaft is interlocked with the crankshaft,
The drive and driven gears constitute a balancer gear. Oil is stored in the case, and the driven gear is bathed in the oil.

When the balancer shaft is interlocked with the crankshaft via the drive gear and the driven gear when the engine is driven, the oil scraped up by the driven gear lubricates the meshing portions of the both gears. ing.

On the other hand, a vacuum pump is provided for operating a braking device in an automobile, and the oil in the case may be used for lubricating the vacuum pump. In this case, after the oil is injected into the vacuum pump, it is discharged from the discharge port of the vacuum pump together with the exhaust air, and the oil is separated from the exhaust air through the breather chamber formed in the case, It is designed to be put back in the case.

[0006]

By the way, in the above-mentioned conventional structure, if the amount of oil in the case is increased, the amount of oil scraped up by the driven gear may increase and the stirring resistance may become excessive. Therefore, there is a limit to the amount of oil that can be stored in the case.

However, if the amount of oil stored in the case is reduced in order to reduce the stirring resistance, the amount of oil used for the vacuum pump cannot be secured sufficiently, and the lubrication of the vacuum pump may become insufficient. .

On the other hand, the breather chamber has a large shape in terms of its function, which causes a problem that the engine becomes large.

[0009]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and reduces the oil agitation resistance due to a drive gear and a driven gear that interlock a balancer shaft with a crankshaft, and a vacuum pump or the like. A sufficient amount of oil for lubricating the lubricated portion is ensured so that the lubricated portion can be sufficiently lubricated, and after the lubricated portion is lubricated, the oil is discharged from the lubricated portion. The purpose is to prevent the engine from becoming large even if a breather chamber is provided to separate the oil from the exhaust air.

[0010]

To achieve the above object, the present invention is characterized in that a crankshaft and a balancer shaft are provided vertically in a case, and a drive gear on the crankshaft side is provided with the balancer shaft. In the engine in which the driven gear on the side is meshed and the balancer shaft is interlocked with the crankshaft, an oil chamber for accumulating oil is provided in the case adjacent to the driven gear, and the oil chamber and the driven gear are provided. Is provided with a baffle plate that separates the gear chamber that accommodates the oil chamber and a small communication hole that communicates the oil chamber with the gear chamber, and the oil scraped up by the driven gear flows into the oil chamber. Thus, the oil in the oil chamber is supplied to the lubricated portion such as a vacuum pump, while the oil discharged from the lubricated portion is returned to the oil chamber.

In the above case, the case is provided with an intake port corresponding to each of the plurality of cylinders, and each of these intake ports is provided with a reed valve, while the oil discharged from the lubricated portion is passed through the breather chamber. In the pre-compression two-cycle engine that is returned to the oil chamber, the breather chamber may be formed by the space between the adjacent reed valves.

[0012]

[Operation] The operation of the above configuration is as follows.

The terms in parentheses below correspond to the terms in the claims.

The crankshaft 85 and the balancer shaft 1 are provided in the case.
12 is provided above and below, and the drive gear 11 on the crankshaft side is provided.
In the engine in which the driven gear 119 on the balancer shaft 112 side is meshed with the crankshaft 8 and the balancer shaft 112 is interlocked with the crankshaft 85, gear oil (oil) 175 is adjacent to the driven gear 119 in the case. Oil chamber 1
A baffle plate 177 is provided for partitioning the oil chamber 176 and the gear chamber 117 accommodating the driven gear 119.
And a small communicating hole 178 for communicating the oil chamber 176 with the gear chamber 117.
The gear oil (oil) 175 scraped up by 19 is the oil chamber 1
While supplying the gear oil (oil) 175 in the oil chamber 176 to the vacuum pump (portion to be lubricated) 71, the gear oil (oil to be lubricated) 71 discharged from the vacuum pump (portion to be lubricated) 71 The oil) 175 is returned to the oil chamber 176.

Therefore, the gear oil (oil) that is scraped up by the driven gear 119 and flows into the oil chamber 176 from the gear chamber 117.
175 passes through the communication hole 178 and is again returned to the gear chamber 117.
At this time, the small-sized communication hole 1
By 78, the inflow into the gear chamber 117 is regulated.

Therefore, since the amount of gear oil (oil) 175 in the gear chamber 117 decreases, the driven gear 1
The amount of scraping 19 is reduced.

Further, since the gear oil (oil) 175 is caused to flow into the oil chamber 176 by scraping up the driven gear 119 as described above, the outflow from the oil chamber 176 is restricted by the communication hole 178. A sufficient amount of gear oil (oil) 175 is stored in the oil chamber 176.

Therefore, the gear oil (oil) in the oil chamber 176.
When 175 is used to lubricate the vacuum pump (portion to be lubricated) 71, a sufficient amount of oil is ensured for lubrication of the vacuum pump (portion to be lubricated) 71.

In the above case, the intake port 129 is provided in the crankcase (case) 80 corresponding to each of the plurality of cylinders 10 to 12, and each intake port 129 is provided.
In the pre-compression type two-cycle engine 7 in which the reed valve 131 is provided in each of them, and the gear oil (oil) 175 discharged from the vacuum pump (portion to be lubricated) 71 is returned to the oil chamber 176 through the breather chamber 185, The breather chamber 185 may be configured by the space between the adjacent reed valves 131.

In this way, after the vacuum pump (portion to be lubricated) 71 is lubricated, the vacuum pump (portion to be lubricated) 7 is
The gear oil (oil) 175 discharged from No. 1 is exhausted air 184
Even if the breather chamber 185 is provided to separate the breather chamber 185 from the above, the breather chamber 185 becomes small because the extra space between the reed valves 131 is effectively used.

[0021]

Embodiments of the present invention will be described below with reference to the drawings.

2 to 9, reference numeral 1 in the drawings denotes an automobile, which has a vehicle body 2, a vehicle body frame 3, left and right front wheels 4, 4 and left and right rear wheels 5, 5. The arrow Fr in the figure indicates the front of the automobile 1, and the left and right described below refer to the direction toward the front.

An engine 7 is arranged at the front of the vehicle body 2, and the engine 7 is supported on the vehicle body frame 3 by front and rear brackets 8 and 9 and other brackets. The engine 7 is a parallel three-cylinder pre-compression type two-cycle engine including first to third cylinders 10 to 12. A power transmission device 13 is connected to the left end of the engine 7,
The power of the engine 7 is transmitted to at least one of the front wheels 4 and the rear wheels 5 via the power transmission device 13 so that the automobile 1 can run.

An intake manifold 15 is provided on the rear surface of the engine 7, and a throttle valve 16 is attached to the protruding end of the intake manifold 15. On the other hand, an air cleaner 17 is arranged above the left side of the engine 7, a first intake pipe 18 extends forward from the air cleaner 17, and the throttle valve 16 and the air cleaner 17 are connected by a second intake pipe 19. ing.

An air pressure sensor 20 is attached to the second intake pipe 19.
Is installed.

An exhaust manifold 21 is projectingly provided on the front surface of the engine 7. The front end of the first exhaust pipe 22 is connected to the projecting end of the exhaust manifold 21, and the rear end side of the first exhaust pipe 22 passes below the engine 7 and extends rearward. A catalyst 23, a first muffler 24, and second mufflers 25, 25 are sequentially connected to the rear end of the first exhaust pipe 22. Further, a second exhaust pipe 26 and a third muffler 27 are sequentially connected to the rear end of the second muffler 25. In addition, a branch pipe 28 is provided so as to project from the front and rear midway portion of the second exhaust pipe 26 toward the left side.

In the above case, the catalyst is carried on the inner surface of the first exhaust pipe 22. A temperature sensor 29 is attached to the catalyst 23.

A fuel supply device 32 for supplying fuel 31 to the engine 7 is provided. This fuel supply device 32
Has a fuel tank 33 provided at the rear of the vehicle body 2, and an electric fuel pump 34 is installed in the fuel tank 33. On the other hand, a fuel injection valve 36 is attached to each of the first to third cylinders 10 to 12. The fuel 31 discharged from the fuel pump 34 is supplied to the fuel injection valve 36.
Is provided with a fuel supply pipe 39, and a fuel filter 40 is provided in the middle of the fuel supply pipe 39. Remaining fuel 31 after being supplied to the fuel injection valve 36
Is provided in the fuel tank 33, and a differential pressure regulator 42 is provided in the middle of the fuel return pipe 41.
Is installed.

An air pump 45 is provided on the right side of the engine 7.
Is provided. The air cleaner 17 is connected to the suction port of the air pump 45 by an air suction pipe 46, and a silencer 47 is provided in the middle of the air suction pipe 46. An air discharge pipe 49 for sequentially supplying the compressed air 48 discharged from the air pump 45 to the fuel injection valve 36 is provided. An air return pipe 50 is provided for returning the remaining compressed air 48 after being supplied to the first to third fuel injection valves 36 to 38 into the rear end of the first exhaust pipe 22. The differential pressure regulator 42 is interposed midway.

In particular, in FIG. 5, the first to third cylinders 10 to 12 are respectively provided with spark plugs 53, and these spark plugs 53 are electronically controlled by an ignition device 54.

A lubricating device 56 for supplying lubricating oil 55 to the engine 7 is provided. The lubricating device 56 has an oil pump device 57 that supplies the lubricating oil 55 to a predetermined portion, and an oil tank 58 that stores the lubricating oil 55 and supplies the lubricating oil 55 to the oil pump device 57. .

In FIGS. 8 and 9, a water pump 62 is attached to the rear surface side of the engine 7, and the water pump 62 is attached.
Is driven by the engine 7. The cooling water 63 discharged from the discharge port of the water pump 62 is the engine 7
This engine 7 is cooled through the inside. Thereafter, the same as above, the cooling water 63 is sent to the radiator 66 via the thermostat 64 and the water feed pipe 65, and after being air-cooled here, passes through the water return pipe 67 and is returned to the suction port of the water pump 62,
It is ejected again as described above. Also, the cooling water 63
Is also branched to cool the air pump 45.

3 and 5, when the engine 7 is driven, the air 60 passes through the first intake pipe 18, the air cleaner 17, the second intake pipe 19, the throttle valve 16 and the intake manifold 15 in order. Is sucked into the engine 7. On the other hand, the fuel 31 is injected into the engine 7 together with the compressed air 48 by each fuel injection valve 36, and this is ignited by the ignition plug 53 and used for combustion. The exhaust gas 68 generated by this combustion is the exhaust manifold 2 described above.
1, first exhaust pipe 22, catalyst 23, first muffler 24, second
The muffler 25, the second exhaust pipe 26, and the third muffler 27 are sequentially discharged.

In the above case, a part of the air 60 after being filtered by the air cleaner 17 is used to generate the compressed air 48 by the air pump 45. Further, the fuel 31 injected by each fuel injection valve 36 and the compressed air 48
These pressures are properly adjusted by the differential pressure regulator 42.

6 to 8, an oil pump 70 for power steering, a vacuum pump 71 to be lubricated, and a compressor 72 for air conditioning are provided on the right side of the engine 7, and these and the air pump. 45
Is driven by the engine 7 via the belt transmission mechanism 73, and each rotation direction thereof is in the direction of the one-dot chain line arrow in the figure. 74 is an idler.

In FIG. 8, an alternator 76 interlocking with the vacuum pump 71 is provided on the rear surface side of the engine 7. Reference numeral 77 is a starter motor.

In FIG. 1, the vacuum pump 71 includes a casing 71a and a rotor 71b housed in the casing 71a and driven to rotate by the engine 7 as described above. In addition, the casing 7
A suction port 71c and a discharge port 71d are formed in 1a.

A braking device 78 for braking the front wheels 4 and the rear wheels 5 is provided. The braking device 78 includes a negative pressure type booster 78a for operating the brake main body, a reservoir 78b for connecting the booster 78a to the suction port 71c, and a suction tube 78c.

When the rotor 71b is driven, the inside of the reservoir 78b becomes a negative pressure, and at the time of a braking operation, the front wheel 4 and the rear wheel 5 are braked by the brake main body through the booster 78a by utilizing the negative pressure. To be

In FIG. 10 to FIG. 18, the engine 7 has a crankcase 80 which is a case constituting the outer shell of the engine 7, and the crankcase 80 is divided into an upper case 81 and a lower case 82 into two upper and lower parts. And are detachably fastened to each other. A crank chamber 85 inside the crank case 80 accommodates a crank shaft 85 extending substantially horizontally. The right end of the crank shaft 85 is connected to the oil pump 70, the vacuum pump 71 and the like via the belt transmission mechanism 73.

The crankshaft 85 is a crankshaft 86,
Three pairs of crank arms 87, each pair of crank arms 8
7 and crank pins 88 which are respectively erected on the shaft 7, and the crank main shaft 86 has first to fourth bearings 90 to 93.
Is supported between the joint surfaces of the upper case 81 and the lower case 82.

Corresponding to the first to third cylinders 10 to 12, three cylinders 95 on the left and right are integrally provided so as to project upward from the upper case 81, and each of the cylinders 9 is formed.
A cylinder hole 96 is formed in each of the parts 5. Pistons 97 are vertically slidably fitted in the cylinder holes 96, respectively, and connecting rods 98 are provided between the pistons 97 and the corresponding crank pins 88. The large end 99 of the connecting rod 98 is connected to the crank pin 88, and the small end 101 of the connecting rod 98 is connected to the piston 97 via a piston pin 102.

A cylinder head 104 is attached to the upper end of the cylinder 95, and the cylinder head 104,
A space surrounded by the cylinder 95 and the piston 97 is a combustion chamber 105. The fuel injection valve 36 and the spark plug 53 are detachably attached to the cylinder head 104, and in particular, as shown in FIG. 11, the nozzle 106 of the fuel injection valve 36 and the discharge part 1 of the spark plug 53.
07 faces the combustion chamber 105.

10, 11, and 15 to 17, the balancer case 1 covering the lower surface side of the lower case 82.
10 are provided. The balancer case 110 constitutes the outer shell of the engine 7, and the balancer case 110 is detachably fastened to the lower case 82.

The lower case 82 and the balancer case 110 described above.
A space between and is a balancer chamber 111, and the balancer chamber 111 has a balancer shaft 112 that extends substantially horizontally to the left and right.
The balancer shaft 112 is accommodated in the crankshaft 8
Underneath 5, it extends parallel to the crankshaft 85.
The balancer shaft 112 is supported by a left bearing 113 and a right bearing 114 between joint surfaces of the lower case 82 and the balancer case 110. Above crankcase 8
0, the cylinder 95, and a side cover 116 that covers the right side walls of the balancer case 110 from the outside, and the inside of the side cover 116 is a gear chamber 117.

The drive gear 11 is provided at the right end of the crankshaft 85.
8 is attached. On the other hand, the balancer shaft 112
A driven gear 119 is attached to the right end of the drive gear 118 and the driven gear 119 are housed in the gear chamber 117 and mesh with each other. Then, the balancer shaft 11
2 is interlocked with the crankshaft 85 via the drive gear 118 and the driven gear 119,
Reference numeral 119 constitutes a balancer gear.

In the above case, the driven gear 119 is a base 120 fixed to the right end of the balancer shaft 112, a gear body 121 meshing with the drive gear 118, and the base 1
The ring-shaped shock absorber 122 is made of rubber and is interposed between the gear 20 and the gear body 121, and the pin 123 that supports the shock absorber 122 on the base 120.

The crankshaft seal 124 for preventing the lubricating oil 55 from flowing between the gear chamber 117 side and the crank chamber 83 side, and the same as the gear chamber 117 side and the balancer chamber 11 described above.
A balancer shaft seal 125 that separates the first side from the first side is provided.

In FIGS. 7, 8 and 10, a flywheel 126 is fastened to the left end of the crankshaft 85, and the power of the crankshaft 85 is transmitted through the flywheel 126 to the input side of the power transmission device 13. Is being communicated to.

The transmission case 128 of the power transmission device 13 and the side cover 116 are fastened over the upper case 81 and the lower case 82 of the crankcase 80, the cylinder 95, and the balancer case 110, respectively. For this reason, these rigidity is mutually enhanced, and thereby vibration and noise are reduced.

11 and 12, intake ports 129 are formed on the rear wall of the crankcase 80 corresponding to the first to third cylinders 10 to 12, respectively, and the intake ports 129 are formed at the opening edges of the intake ports 129. A front end of the intake manifold 15 is detachably fastened with a bolt 130.
A reed valve 131 is provided in each of the intake ports 129.

The reed valve 131 is sandwiched between the rear wall of the crankcase 80 and the front end of the intake manifold 15 and fastened to the crankcase 80.
32 and a valve body 133 integrally projecting from the flange 132 toward the crank chamber 83. The valve body 133 has a triangular cross section in a plan view and extends vertically long. Three upper and lower valve holes 134 are formed on the left and right sidewalls of the valve body 133, respectively. Further, a thin elastic lead 135 for opening and closing the valve holes 134 is provided, and the lead 135 is cantilevered by the valve body 133. The lead 135 elastically closes the valve holes 134 in a free state. There is.

In FIGS. 12 to 14, three scavenging passages 138 extending from the crank chamber 83 toward the combustion chamber 105 are formed in the cylinder 95 around the cylinder holes 96.

An exhaust passage 140 is formed so as to penetrate from each combustion chamber 105 toward the front of the cylinder 95.
On the other hand, the exhaust manifold 21 includes the first to third cylinders 10
No. 1 to No. 3 short tubes 141 to 1 provided corresponding to No.
43, and the rear ends of the first to third short pipes 141 to 143 are fastened to the opening edges of the corresponding exhaust passages 140. Further, the same as above, the first to third short pipes 141 to 14
Each front end of 3 is bent downward in the front direction in an arc shape in a side view, and is connected to a collecting pipe 144 to be assembled together. The front end of the first exhaust pipe 22 is connected to the collecting pipe 144.

When the engine 7 is driven, the piston 9
7 from the bottom dead center state, the piston 97 moves into the cylinder hole 96.
Is a suction and compression process. In this process, the crank chamber 83 becomes a negative pressure and the reed 135 bends to open the reed valve 131. Then, the air 60 is sucked into the crank chamber 83 through the second intake pipe 19, the throttle valve 16, the intake manifold 15, and the reed valve 131 in order, and at the same time, is preliminarily sucked into the combustion chamber 105. The air 60 is compressed by the rising piston 97.

Before the top dead center of the piston 97 shown in FIG. 11, with respect to the air 60 compressed in the combustion chamber 105,
The fuel 31 and the compressed air 48 are injected by the fuel injection valve 36, and an air-fuel mixture is generated in the combustion chamber 105. Next, immediately before the top dead center of the piston 97, the discharge of the spark plug 53 starts the combustion of the air-fuel mixture, the gas expands, and the piston 97 is lowered.

As the piston 97 descends, the air 60 sucked into the crank chamber 83 as described above is compressed and the reed valve 131 closes. Then, as the piston 97 further descends, the air 60 in the crank chamber 83 is further compressed, that is, pre-compressed.

While the piston 97 is descending, first, the exhaust passage 140 is opened, and the combustion gas resulting from the combustion is discharged as the exhaust gas 68 through the exhaust passage 140. That is, this is the exhaust process. When the piston 97 further descends from here, each scavenging passage 138 opens. Then, the air 60 precompressed in the crank chamber 83 as described above is transferred to the scavenging passage 1.
Through 38 into the combustion chamber 105. That is, this is the scavenging process. Then, the air 60 becomes the combustion chamber 10
5 part of the combustion gas remaining in the exhaust passage 140
Extrude to. At the same time, the air 60 fills the combustion chamber 105 and returns to the state of the bottom dead center.

From this point, the piston 97 rises again, and the above-described processes are repeated, and the crankshaft 85 rotates in the directions shown by the arrows in the drawings, and the engine 7 drives power through the crankshaft 85. Output.

In FIGS. 10 to 12, the cylinder 95
A water jacket 147 is formed on the peripheral wall of the. A water inlet 148 communicating with the water jacket 147 is formed on the rear wall of the cylinder 95 of the first cylinder 10, and the water inlet 148 is connected to the outlet of the water pump 62. On the other hand, a water outlet that communicates with the water feed pipe 65 is formed in the left side wall of the third cylinder 12 in the substantially front and rear center of the cylinder head 104. In addition, the water inlet 14
No. 1 on the inner wall surface of the water jacket 147 facing 8
46 is integrally molded, and the built-up portion 146 prevents the inner wall surface of the water jacket 147 from being unevenly overcooled as compared with the other.

When the engine 7 is driven as described above, the cooling water 63 is sent to the water jacket 147 by the water pump 62 which is interlocked with the engine 7 to cool the cylinder 95 and the cylinder head 104.

In FIGS. 7, 12 and 13, an exhaust valve 150 is provided for adjusting the exhaust timing by vertically changing the upper edge position of the exhaust port 149 of each exhaust passage 140 opening to the cylinder hole 96. There is.

Explaining the exhaust valve 150,
A valve hole 151 penetrating from the outside of the cylinder 95 toward the upper portion of the exhaust port 149 is formed in the cylinder 95. A valve body 152 is supported in the valve hole 151 so as to be rotatable around its axis. The portion of the valve body 152 that faces the exhaust port 149 has a semicircular cross section.

A pulley 153 is attached to the valve body 152, and the pulley 153 is connected to a servomotor by a wire 154.

Then, when the engine 7 rotates at low and medium speeds, the servo motor is driven through the control device based on the signal of the sensor which detects this, and as shown by the phantom line in FIG. The valve body 152 is rotated via the wire 154 and the pulley 153. Then, the upper edge position of the exhaust port 149 is displaced downward, and the exhaust timing is delayed accordingly.

On the other hand, when the engine 7 rotates at a high speed, the valve body 152 is rotated by the servomotor or the like as shown by the solid line in FIG. Then, by the action opposite to the above, the upper edge position of the exhaust port 149 is displaced upward, and the exhaust timing is advanced accordingly.

In this way, the exhaust timing is adjusted to match the rotational speed of the engine 7, and the engine performance is improved.

FIG. 5, FIG. 10, FIG. 11, and FIG. 14 to FIG.
In, the lubrication device 56 will be described in more detail.

Oil pump device 5 in the lubricating device 56
Each of the discharge ports 7 communicates with the sliding contact portion of the cylinder 95 and the piston 97 by the first oil passage 160, and the lubricating oil 55 of the oil tank 58 is supplied to each sliding contact portion.

The discharge port of the oil pump device 57 is connected to the second to fourth bearings 91 to 93 by the second oil passage 163, and the lubricating oil 55 in the oil tank 58 is supplied to these bearings.

As shown in FIG. 10, each of the second oil passages 16
3 is the second to fourth bearings 91 to 93 and the crankshaft 8
5 through the third oil passage 164, and communicates with the connecting portion between the crank pin 88 and the large end 99 of the connecting rod 98, and the lubricating oil 55 is also supplied to this connecting portion.

In FIGS. 11 and 16, the lubricating device 56 has a fifth oil passage 172 formed in the lower case 82.
One end of the fifth oil passage 172 opens to the bottom of the crank chamber 83, and the other end extends rearward and downward and opens to the rear surface of the crank chamber 83. An oil pipe 173 is provided, one end of which is connected to the opening and the other end of which extends through the front end of the intake manifold 15 and extends upward. This oil pipe 1
The extension end of 73 is arranged on the upstream side of the air 60 with respect to the reed valve 131, and is arranged so as to correspond to the upper portion of the reed valve 131.

Then, the lubricating oil 55 accumulated at the bottom of the crank chamber 83 is caused to flow in the fifth oil passage 172 and the oil pipe 173 by the differential pressure between the crank chamber 83 and the intake manifold 15.
And is sucked and supplied to the upper part of the reed valve 131 via. When the lubricating oil 55 passes through the reed valve 131 and is sucked into the crank chamber 83, the lubricating oil 55 scatters and the piston 9
7 also lubricates the connecting portion of the connecting rod 98.

1, FIG. 6, FIG. 8, FIG. 10, FIG. 11, and FIG. 15 to FIG. 18, an oil chamber 176 is formed on the rear side of the balancer chamber 111 adjacent to the driven gear 119. The right end of the chamber 176 is adjacent to and communicates with the gear chamber 117 that houses the driven gear 119. Gear oil 175 is stored in the bottoms of the oil chamber 176 and the gear chamber 117 so that they can flow into each other.
The lower part of the driven gear 119 is oil-bathed. Then, when the driven gear 119 rotates, the gear oil 175 is scraped up by the driven gear 119, and the meshing portion of the drive gear 118 and the driven gear 119 is lubricated.

Further, the driven gear 119 and the drive gear 11 are
8, a part of the gear oil 175 that is sequentially scraped up is supplied to the first bearing 90 and the right bearing 114 to lubricate them.

A baffle plate 177 extending along the rear surface of the driven gear 119 is integrally formed with the balancer case 110 and the side cover 116, and the baffle plate 177 separates the gear chamber 117 and the oil chamber 176. And
The gear oil 175 scraped up especially on the left and right side surfaces of the driven gear 119 is scattered by the inertial force of the driven gear 119 to be scattered by the baffle plate 17
It is supposed that the oil will flow into the oil chamber 176 by overcoming No. 7. Further, a small communication hole 178 is formed in the lower portion of the baffle plate 177, and the communication hole 178 allows the bottom of the oil chamber 176 to communicate with the gear chamber 117.

Therefore, the gear oil 175 which is scraped up by the driven gear 119 and flows from the gear chamber 117 into the oil chamber 176.
Tries to flow into the gear chamber 117 again through the communication hole 178, but at this time, the communication hole 178, which is a small hole, restricts the flow into the gear chamber 117.

In this way, the amount of the gear oil 175 in the gear chamber 117 is reduced, the scraping amount of the driven gear 119 is reduced, and the gear oil 175 by the driven gear 119 and the drive gear 118 meshing with the driven gear 119 is reduced. Stirring resistance is kept low.

The gear oil 175 is introduced into the oil chamber 176 by scraping up the driven gear 119 as described above, while the outflow from the oil chamber 176 is restricted by the communication hole 178. A sufficient amount of gear oil 175 is stored in the chamber 176.

As shown in FIGS. 1 and 6, the engine 7
A gear type electric oil pump 180 is provided on the rear side. A suction oil pipe 181 is provided at a suction port of the electric oil pump 180.
The bottom portion of the oil chamber 176 is connected via the. The discharge port of the electric oil pump 180 is connected to the vacuum pump 71 via a discharge oil pipe 182, and the gear oil 175 of the oil chamber 176 is supplied into the vacuum pump 71 to lubricate the vacuum pump 71.

1, 17, and 18, there is provided a breather chamber 185 for separating the exhaust air 184 from the vacuum pump 71 from the gear oil 175 contained in the exhaust air 184 and exhausting it.

At the rear of the crankcase 80, the upper first
Chambers to upper fourth chambers 186 to 189 are formed, and these are arranged side by side. These upper first chamber-upper fourth chamber 186-
The upper second chamber 187 and the upper fourth chamber 189 of 189 are portions for housing the reed valve 131 on the right side and the center, and between the upper second chamber 187 and the upper fourth chamber 189 and a side portion thereof. Is defined as the upper first chamber 186 and the upper third chamber 188, and the upper first chamber 186 and the upper third chamber 188 form a part of the breather chamber 185. That is, although the upper first chamber 186 and the upper third chamber 188 are surplus spaces, these are effectively used for forming the breather chamber 185. Further, below the upper first chamber to upper third chamber 186 to 188, lower first chamber to fourth chamber 190 to 193 are formed in the rear part of the same crankcase 80, and these lower first chamber to fourth chamber 1 are formed.
90 to 193 are also arranged side by side.

On the ceiling wall of the upper first chamber 186, the inlet pipe 1
95 is attached, and the outlet of the vacuum pump 71 is connected to the inlet pipe 195 by an exhaust air pipe 196. A first air passage 198 is provided that connects the upper first chamber 186 to the lower first chamber 190.

The lower first chamber 190 and the lower second chamber 191 communicate with each other at their lower portions, the lower second chamber 191 and the lower third chamber 192 communicate with each other at their upper portions, and the lower third chamber 192 and the lower fourth chamber are connected. The lower parts communicate with 193. Further, the lower fourth chamber 193 communicates with the upper third chamber 188 by the second air passage 199, and the third air passage 200 is formed on the ceiling wall of the upper third chamber 188.
The third air passage 200 opens to the outside of the engine 7.

There is provided a first oil flow down passage 201 for communicating the upper first chamber 186 with the bottom of the oil chamber 176.
A second oil flow down passage 202 and a third oil flow down passage 203 are provided to connect 90 and the lower third chamber 192 to the same oil chamber 176.
Further, a fourth oil flow down passage 204 is provided that connects the upper third chamber 188 to the bottom of the oil chamber 176.

The vacuum pump 71 is driven to drive the gear oil 17
When the exhaust air 184 containing 5 is sent to the breather chamber 185 through the exhaust air pipe 196 and the inlet pipe 195, the exhaust air 184 repeatedly moves up and down in each chamber as shown by the phantom line in FIG. , Flows and is discharged through the third air passage 200.

By repeating the vertical movement of the exhaust air 184, the gear oil 175 contained therein is inertially separated from the exhaust air 184, and the gear oil 175 is supplied to the first to fourth oil flow down passages 201 to 204. Through the oil chamber 176
Stored in.

In FIG. 1 and FIG. 19, the electric oil pump 180 is automatically controlled by the electronic controller as follows.

FIG. 19 shows a flow chart of the control device, and (P-1) to (P-8) in the figure show respective steps of the program.

First, the control device is turned on (P-1) and initial settings are made (P-2). Next, if the ignition device 54 is on (P-3), the electric oil pump 180 is started (P-
4), the gear oil 175 is supplied into the vacuum pump 71.

Next, the engine 7 is started (P-5),
The vacuum pump 71 is driven in conjunction with this, and thereafter, normal control is performed (P-6) and (P-7).

In (P-3), when the ignition device 54 is turned off, the electric oil pump 180 continues to be driven for several seconds and then stops (P-8). During this drive, gear oil 1
75 is sent into the electric oil pump 180, and is stored in the electric oil pump 180 as shown by a virtual line in FIG.

Therefore, even if the vacuum pump 71 is suddenly driven together with the engine 7 after leaving the engine 7 stopped for a long period of time, the vacuum pump 71 can be driven by the gear oil 175 stored therein. Fully lubricated and smooth drive is obtained.

The electric oil pump 180 may be interlocked with the engine 7 instead of being electrically driven. However, in this case, in (P-8) in FIG.
The electric oil pump 180 will be stopped immediately with the stop.

[0095]

According to the present invention, a crankshaft and a balancer shaft are provided vertically in a case, a drive gear on the crankshaft side is meshed with a driven gear on the balancer shaft side, and the crankshaft is connected to the crankshaft. In an engine in which a balancer shaft is interlocked, an oil chamber for accumulating gear oil is provided in the case adjacent to the driven gear, and a baffle plate that separates the oil chamber from the gear chamber that houses the driven gear is provided. With the provision
A small hole for communicating the oil chamber with the gear chamber is provided to allow the oil scraped up by the driven gear to flow into the oil chamber, and the oil in the oil chamber is fed to a lubricated portion such as a vacuum pump. While supplying the oil, the oil discharged from the lubricated portion is returned to the oil chamber.

Therefore, the oil scraped up by the driven gear and flowing into the oil chamber from the gear chamber tries to flow into the gear chamber again through the communicating hole. At this time, however, the communicating hole of the small hole causes Inflow into the gear chamber is restricted.

Therefore, since the amount of oil in the gear chamber is reduced, the scraping amount of the driven gear is also reduced, so that the oil stirring resistance by the driven gear and the drive gear meshing with the driven gear is suppressed to be small. Useless power consumption is prevented.

Further, as described above, the oil is caused to flow into the oil chamber by scraping up the driven gear, while the flow-out from the oil chamber is regulated by the communication hole. Oil will be stored.

Therefore, when the oil in the oil chamber is used to lubricate the lubricated portion, a sufficient amount of oil for the lubrication of the lubricated portion is secured and the lubricated portion is sufficiently lubricated.

In the above case, the case is provided with an intake port corresponding to each of the plurality of cylinders, and each of the intake ports is provided with a reed valve so that the oil discharged from the lubricated portion is supplied to the oil chamber through the breather chamber. In the pre-compression type two-cycle engine that is returned to the above, the breather chamber may be configured by the space between the adjacent reed valves.

According to this structure, even if a breather chamber is provided for separating the oil discharged from the lubricated portion from the exhaust air after the lubricated portion is lubricated, the breather chamber has a space between the reed valves. Since the surplus space is effectively used, the breather chamber becomes small.

Therefore, it is possible to prevent the engine from becoming large even if the breather chamber is provided.

[Brief description of drawings]

FIG. 1 is an overall side surface partial cross-sectional view.

FIG. 2 is an overall right side view of the automobile.

FIG. 3 is an overall plan view of an automobile.

FIG. 4 is an overall front view of an automobile.

5 is a partially enlarged view of FIG.

FIG. 6 is a partially enlarged view of FIG.

FIG. 7 is a partially enlarged view of FIG.

FIG. 8 is a rear view of the engine.

FIG. 9 is a partial cutaway view of the left side surface of the engine.

10 is a vertical cross-sectional view of FIG.

11 is a sectional view taken along the line 11-11 of FIG.

12 is a sectional view taken along the line 12-12 of FIG.

13 is a sectional view taken along the line 13-13 of FIG.

14 is a sectional view taken along the line 14-14 of FIG.

FIG. 15 is a partially enlarged view of FIG.

16 is a sectional view taken along the line 16-16 of FIG.

FIG. 17 is a sectional view taken along the line 17-17 of FIG.

18 is a view taken along the line 18-18 of FIG.

FIG. 19 is a flowchart of the control device.

[Explanation of symbols]

 1 Car 7 Engine 10 1st Cylinder 11 2nd Cylinder 12 3rd Cylinder 71 Vacuum Pump (Lubricated Part) 78 Braking Device 80 Crankcase (Case) 83 Crank Chamber 85 Crankshaft 110 Balancer Case (Case) 112 Balancer Shaft 117 Gear Chamber 118 Drive gear 119 Driven gear 129 Intake port 131 Reed valve 175 Gear oil (oil) 176 Oil chamber 177 Baffle plate 180 Electric oil pump 184 Exhaust air 185 Breather chamber 186 Upper first chamber (space)

Claims (2)

[Claims] 1. A case forming an outer shell of an engine,
In an engine in which a crankshaft and a balancer shaft are provided vertically and in parallel with each other, a drive gear on the crankshaft side is meshed with a driven gear on the balancer shaft side, and the balancer shaft is interlocked with the crankshaft. An oil chamber for accumulating oil is provided adjacent to the driven gear in the case, and a baffle plate is provided for partitioning the oil chamber from a gear chamber accommodating the driven gear, and the oil chamber is provided with the gear chamber. A small hole for communicating with the chamber is provided to allow the oil scraped up by the driven gear to flow into the oil chamber,
A lubricating device for a balancer gear of an engine, wherein oil in the oil chamber is supplied to a lubricated portion such as a vacuum pump, while the oil discharged from the lubricated portion is returned to the oil chamber. 2. A case is provided with an intake port corresponding to each of a plurality of cylinders, and a reed valve is provided in each of the intake ports, while oil discharged from a lubricated portion is passed through a breather chamber to an oil chamber. In the pre-compression type two-cycle engine that is returned to the above, the lubricator for a balancer gear of an engine according to claim 1, wherein a breather chamber is formed by a space between the adjacent reed valves.