JPS6027718A - Engine for marine propeller covered with cowling - Google Patents

Abstract

PURPOSE:To contrive smoothness of supply of lubricating oil by enabling to make use of a limited space effectively, by providing an inverted L-shaped oil tank made of an upper half part of a large cross-sectional area and a lower half part of a small cross-sectional area on the one side of the main body of an engine. CONSTITUTION:An inverted L-shaped oil tank 21 is arranged on the left side of a main body 20 of an engine and auxiliary parts of the engine such as an oil pump 25 is arranged on the lower part of an upper half part 21A. With this construction, a whole region of a limited space on the one side of the main body 20 of an engine enclosed with a cowling 13 can be used effectively. It becomes that a large head difference to the oil pump 25 is given to a large quantity of lubricating oil to be held within the upper half part 21A of the oil tank 21, through which supply of the lubricating oil to the oil pump 25 from the oil tank 21 can be made smooth.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a marine propulsion engine covered with a cowling.

A marine propulsion engine is covered with a cowling to avoid problems caused by fogging with seawater, rainwater, etc.

In addition, the marine propulsion system mentioned above is equipped with a separate lubrication system that includes an oil tank that is separate from the fuel tank attached to the engine body, and that allows the lubricating oil in the oil tank to be supplied to each part of the engine using an oil pump. There is.

In the marine propulsion system mentioned above, a relatively large-capacity oil tank and engine auxiliary parts such as an oil pump can be compactly installed in a limited space on one side of the engine body surrounded by a cowling without interfering with each other. It is desired to make it possible to move the lubricating oil from the oil tank to the oil pump, to make effective use of this space, and to facilitate the supply of lubricating oil from the oil tank to the oil pump by utilizing the difference in head between the two.

An object of the present invention is to effectively utilize the limited space on one side of an engine body surrounded by a cowling, and to facilitate the supply of lubricating oil from an oil tank to an oil pump.

In order to achieve the above object, a marine propulsion engine covered with a cowling according to the present invention has an upper half of a relatively large cross-sectional area and a lower half of a relatively small cross-sectional area on one side of the engine body. In addition, an oil pump and other engine auxiliary parts are arranged below the two halves of the oil tank on the above-mentioned side surface.

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

1rA is a side view showing an outboard engine to which an embodiment of the present invention is applied; FIG. 2 is a left side view showing the same engine; FIG. 3 is a right side view showing the same engine; The figure is a plan view showing the same engine.

The outboard motor 10 can be attached to the stern plate of the hull, and a three-cylinder engine 1, for example, can be attached to the propulsion unit 11.
2 is mounted in a state covered by a cowling 13. This engine 12 is of a horizontal type in which the air f3+ is arranged horizontally, and includes a head cover 14, a cylinder head 15, a cylinder body 16, a crank case 17, and three carburetors 18 (1aA, 18B
, 18C) and the intake box 19 constitute the engine body 2°. In addition, the air intake port 19A of the intake box 19
As shown in FIG. 4, the opening is on the right side of the engine body 20.

As shown in FIGS. 2 and 4, an oil tank 21 is arranged on the left side of the engine body 2o. The oil tank 21 has an inverted shape consisting of an upper half 21A with a relatively large cross-sectional area and a lower half 21B with a relatively small cross-sectional area.
It is fixed to a stay 22 supported by the cylinder body 16 and the joint between the carburetor 18 and the intake box 19. A supply 1'' 23 is formed in the upper part of the oil tank 21. The supply port 23 opens on the outer surface of the cowling 13 and has a cap 24 that can be attached from the outside of the cowling 13. A suction pipe 26 to an oil pump 25, which will be described later, is connected to the bottom of the oil tank 21. Additionally, a check valve 2 is provided at the top of the oil tank 21, which opens when lubricating oil is supplied to the oil pump 25.
7 is provided to maintain the space inside the oil tank 21 at atmospheric pressure at all times and to facilitate the driving of the oil pump 25. Furthermore, the oil tank 21 is equipped with an oil level detector 28. The oil level detector 28 includes a plug 30 screwed into an opening 29 provided at the bottom of the oil tank 21;
A cylindrical part 31 that hangs down from the lower surface of the oil tank 21 to near the bottom of the oil tank 21, a float 32 that is loosely attached to the cylinder RA+ 31 and moves upward according to changes in the oil level, and a bottom part inside the oil tank 21. A reed switch 33 is installed at the warning oil level set on the side, and a reed switch 33 is fixed to the float 32 and located at the same level as the actual oil level.
It is composed of a magnetic ring 34 that turns on the magnetic ring 34. That is, by turning on the reed switch 33 when the amount of lubricating oil remaining in the oil tank 21 gradually decreases and reaches the warning oil level, a warning operation can be performed.

Further, as shown in FIG. 2, an oil pump 25 is located below the half part 21A of the oil tank 21 on the left side of the engine body 20, and a fuel pump constituting the fuel supply system. 35, a strainer 36, a choke (F operation solenoid 37, and other engine auxiliary parts).Here, the oil pump 25 is connected to the engine 1.
The intake pipe 2 is driven by the rotation of the crankshaft 38 of the intake pipe 2.
The lubricating oil introduced from the oil tank 21 via 6 is force-fed to the intake manifold of each cylinder via each discharge pipe 39,
It can be discharged into the mixture. Note that the lubricating oil discharged into the air-fuel mixture in the intake manifold lubricates various parts of the engine and is then burned and consumed.

In addition, the choke valve operating solenoid 37 is connected to the biovaporizer 1.
In addition to directly opening and closing the choke valve 8B, as shown in FIG. 3, the choke valves r of the upper and lower carburetors 18A and 18C can also be opened and closed via a lever 40 and a link 41.

Next, the cylinder head 15 on the right side of the engine body 20
On the side, as shown in FIGS. 3 and 4, there are three ignition coils 43, upper, middle and lower, to which the ignition plugs 42 of each cylinder are connected.
An electrical unit of a DI ignition device 44 is arranged.

Further, a starting motor 45 is disposed on the right side of the engine body 20 on the side opposite to the cylinder hand 15 with respect to the crankshaft 38, that is, on the front side.

On the other hand, a rotor 46 constituting a flywheel magneto is fixed to the crank Ih 1138, and a ring gear 47 is attached to the outer periphery of the rotor 46. The starting motor 45 enables the engine 12 to be started by meshing its pinion 48 with a ring gear 47.

Also, the starting motor 4 on the right side of the engine body 20
A throttle operation link device 49 as an engine operation link is arranged below the engine 5. A throttle operating lever 50 forming this throttle operating link device
is rotatably attached to the engine body 20 by a port 51. Throttle operating lever 5
0 is connected to one end of a throttle wire 52. On the other hand, the throttle valves of the middle and lower carburetors 18A, 18B, 18c are interconnected by levers 53A, 53B, 53C and links 54, and can be interlocked to have the same opening degree. A cam plate 55 is rotatably supported by a port 56, and the two ends of the cam plate 55ζ are connected to the throttle by a link 57. The above/<-53Cj Shigeki Ihi device 1
This lever 53G rotates together with the throttle valve 8C, and a cam plate 551 abutment 41t Zy cam follower 58 is provided on this lever 53G. As a result, the throttle wire 52 causes the throttle and throttle operation lever 50 to rotate 11 times counterclockwise in FIG.
The cam plate 55 is rotated in the direction S II a1 through the force SII, and the cam plate 53C is also rotated in the direction 1. Therefore, the throttle valve of the lower carburetor 18c opens and the link 54
, Reno <-53A, 53B to each upper and lower carburetor 18
The throttle valves A and 18B are also opened in conjunction.

Further, an ignition advance control link device 59 is disposed between the CDI ignition device 44 and the starting motor 45 on the right side of the engine body 20. The advance angle operation lever 60 forming the ignition advance operation linkage device 59 is attached to the engine 20 by a port 51 so as to be able to rotate coaxially with the throttle operation lever 50. Operate the angle and operate the throttle for 8-60/<
-5 0, in FIG. 3, the habit of returning to the counterclockwise rotation is given by a return spring (not shown), and a small stopper (not shown) formed on the throttle operating lever 50 causes the third In the figure, rotation in the counterclockwise direction is specified. The A-60 which operates the advance angle is connected via a link 61 to an intermediate lever 63 which is rotatably supported by the engine body 20 by a port 62. In the intermediate position/<-63, a retard side regulating rod 64,
Advance side regulation rods 65 are screwed onto each other, and each regulation rod '64, 65 abuts against a stopper 66, 67, thereby making it possible to regulate the rotation range of the intermediate lever 63. An advance angle operating arm 69 is connected to the tip of the intermediate lever 63 via a link 68. The advance angle operation arm 69 is connected to a holder 70 that holds a pulsar coil (not shown) that detects ignition timing from the rotation angle of the crankshaft 38, and ignition is caused by the rotation of the holder 70 caused by the operation of the advance angle operation arm 69. The timing can be adjusted to the advance side or the retard side. That is, when the throttle operating lever 50 rotates counterclockwise during the throttle opening operation, the advance angle is operated.
60 rotates together with the throttle operating lever 50 to advance the ignition timing. After the advance side regulating rod 65 of the intermediate dowel 8-63 comes into contact with the collar 67, only the throttle operating lever 50 rotates while resisting the spring force of the return spring (not shown).

A forward/reverse switching link 71 is disposed below the throttle operation link device 49 on the right side of the engine body 20. That is, the bracket 72 fixed to the engine body 20 is provided with a guide groove 73 as shown in FIG.
In the guide groove 73, a roller 75 is rotatably attached to a bin 74A integrated with one end of the lever 74.
are accommodated so that they can be transferred. Pin 74A of lever 74
is connected to one end of a forward/reverse switching wire 76.

On the other hand, a support part 77 is provided at the lower part of the bracket 72, and a forward/reverse switching rod 78 is rotatably supported by the support part 77. Further, one end of a lever 79 is integrated into the forward/reverse switching front door 8, and the other end of the lever 79 has a pin 7 integrated with the other end of the lever 74.
4B is pin-coupled. That is, when the roller 75 moves along the guide groove 73 as the forward/backward switching wire 62 advances or retreats, the lever 79,
Go forward and backward! /J exchange loft 78 swings, propulsion unit 11
Switch the forward/backward switching clutch provided inside,
The propeller of the propulsion unit) 11 can be switched to forward rotation, neutral rotation, or reverse rotation.

Next, the operation of the embodiment L will be explained.

According to the above embodiment, the inverted-shaped oil tank 21 is arranged on the left side of the engine body 20, and engine auxiliary parts such as the oil pump 25 are arranged below the upper half 21A of the oil tank 21. Almost the entire area of the limited space on one side of the engine body 20 surrounded by the cowling 13 is effectively utilized. Also, oil tank 21
A large head difference with respect to the oil pump 25 is given to a larger amount of lubricating oil stored in the upper half 21A of the oil tank 21, and the oil pump 25 This gives a large head difference to the oil pump 25, thereby making it possible to smoothly supply lubricating oil from the oil tank 21 to the oil pump 25.

Also, the lower half 21B of the oil tank 21 is -L half 21
Since the cross-sectional area is smaller than A, the amount of remaining lubricating oil approaches the warning oil level at the bottom of the oil tank compared to when using an oil tank with the same cross-sectional area overall. When looking at the same amount of remaining lubricating oil, if the depth of the remaining lubricating oil becomes deeper and the level of the lubricating oil is inclined due to tilting up of the outboard motor, etc., the float 32 activates the reed switch 33. This makes it possible to avoid a malfunction in which the oil level detector 28 unnecessarily issues a warning because the oil level detector 28 swings in the upper side where it does not operate.

Further, according to the above embodiment, the oil tank 21 is arranged on the left side of the engine 2o, and the starting motor 45 is placed on the right side of the oil tank 21.
Since the oil tank 21 is arranged in a relatively wide area in a limited space on one side of the engine body 20 surrounded by the cowling 13, it is possible to arrange a relatively large capacity oil tank 21 on the side. It becomes possible to install the oil tank 21. Furthermore, if the starting motor 45 is a DC motor that generates sparks, the danger of the sparks igniting the lubricating oil in the oil tank 21 is avoided. Further, in this embodiment, since the first ignition coil 43 and the CDI ignition device 44 are also arranged on the side opposite to the oil tank 21, the spark generated in the ignition coil 43 and the CDI ignition device 44 is transmitted to the oil tank 21.
The danger of the lubricating oil inside catching fire is also avoided.

Further, according to the above embodiment, substantially the entire area of the limited space on one side of the engine body 20 surrounded by the cowling 13 is occupied by the electrical units of the ignition coil 43 and the CDI ignition device 44, the starting motor 45, and the engine control unit. This area is effectively used as a placement area for the throttle operation link device 49 as a link.

Further, since the starting motor 45 is disposed on the right side of the engine main body 20 on the front side with respect to the crankshaft 38, the starting motor 45 is located on the side of the crankshaft 38, that is,
In this embodiment, the meshing position between the pinion 48 and the ring gear 47 having a large outer diameter is further inside the engine body 2-ff than in the case where the ignition advance operation link device 59 is disposed in the part where the ignition advance operation link device 59 is disposed. Therefore, the starting motor 45 does not protrude outward from the engine body 20.

As described above, the marine propulsion engine covered with the cowling according to the present invention has an inverse structure on one side of the engine body, which consists of an upper half of a relatively large cross-sectional area and a lower half of a small cross-sectional area. An L-shaped oil tank is arranged, and an oil pump and other engine auxiliary parts are arranged below the upper half of the oil tank on the above-mentioned side. Therefore, in almost the entire area of the limited space on one side of the engine body surrounded by the cowling,
In addition to installing a relatively large-capacity oil tank, engine auxiliary parts such as an oil pump will also be installed.
This aspect will be effectively utilized. In addition, it gives a large head difference to the oil pump for the lubricating oil stored in the upper half of the oil tank, making it possible to smooth the supply of lubricating oil from the oil tank to the oil pump. Become.

[Brief explanation of drawings]

FIG. 1 is a side view showing an outboard motor to which an embodiment of the present invention is applied, FIG. 2 is a left side view of the engine according to the embodiment, and FIG. 3 is a right side view of the engine according to the embodiment. FIG. 4 is a plan view of the engine according to the same embodiment, and FIG. 5 is a view taken along the line v--v in FIG. 3. lO...outboard motor, 12...engine, 13...cowling, 20...engine body, 21...oil tank, 21A...upper half, 21B...lower half, 2
5...Oil pump, 35...Fuel pump, 36.
...Strainer, 37...Solenoid. Agent Patent Attorney Osamu Shiokawa

Claims (1)

[Claims] (1) In a marine propulsion engine covered with a cowling that has an oil tank removed from the engine body, an upper half with a relatively large cross-sectional area and a lower half with a relatively small cross-sectional area are placed on one side of the engine body. The oil tank is covered with a cowling characterized by arranging an inverted-shaped oil tank consisting of a part, and an oil pump and other engine auxiliary parts being arranged below the upper half of the oil tank on the above-mentioned side surface. A marine propulsion engine.