WO1999054608A1 - Moteur monocylindrique incline - Google Patents

Moteur monocylindrique incline Download PDF

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Publication number
WO1999054608A1
WO1999054608A1 PCT/JP1999/001595 JP9901595W WO9954608A1 WO 1999054608 A1 WO1999054608 A1 WO 1999054608A1 JP 9901595 W JP9901595 W JP 9901595W WO 9954608 A1 WO9954608 A1 WO 9954608A1
Authority
WO
WIPO (PCT)
Prior art keywords
crankcase
cylinder
shaft
lubricating oil
balancer
Prior art date
Application number
PCT/JP1999/001595
Other languages
English (en)
Japanese (ja)
Inventor
Takehiro Tanaka
Nobuhiro Watanabe
Satoshi Iwata
Original Assignee
Yanmar Diesel Engine Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP10632198A external-priority patent/JP4025417B2/ja
Priority claimed from JP12337898A external-priority patent/JPH11324626A/ja
Priority claimed from JP13908698A external-priority patent/JPH11324704A/ja
Priority claimed from JP13954698A external-priority patent/JP3954726B2/ja
Application filed by Yanmar Diesel Engine Co., Ltd. filed Critical Yanmar Diesel Engine Co., Ltd.
Priority to EP99910748A priority Critical patent/EP1072770A1/fr
Publication of WO1999054608A1 publication Critical patent/WO1999054608A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/02—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for hand-held tools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/0032—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having rotary cylinder block
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/34—Lateral camshaft position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • a single-cylinder engine in which a cylinder is formed so that the center line is inclined with respect to a vertical axis when the crankshaft is arranged in a horizontal direction is, for example, a Japanese cylinder engine. It is publicly known in Japanese Unexamined Patent Publication No. Hei 5 — 4 5 8 76.
  • Such an inclined cylinder arrangement not only contributes to downsizing of the engine (reducing the overall height of the engine), but in particular, in the case of a single cylinder engine,
  • a balancer shaft geared with the crankshaft is provided, or a reciprocating balancer is provided as in the technology disclosed in the above-mentioned publication.
  • both the balancer and the reciprocating balancer are arranged on the extension of the center axis of the cylinder via the crankshaft.
  • the center of the cylinder If the axis is vertical, the balancer ⁇ and the reciprocating balancer are immersed in the lubricating oil that is located directly below the crankshaft and stored in the oil pan formed in the lower part of the crankcase. Stir this and lubricate Increased oil temperature or loss of agitation may cause the balancer to rotate poorly or apply excessive force. Therefore, by arranging the cylinder with the inclined inclination as described above, the balancer shaft or the reciprocating balancer arranged on the extension of the center axis of the cylinder via the crankshaft is considerably higher than the bottom of the crankcase. And will not be immersed in lubricating oil. In a single-cylinder engine, it is especially meaningful to make the cylinder inclined.
  • crankshaft in addition to the crankshaft and the above-mentioned balancer shaft (may be replaced with a reciprocating balancer, the same applies hereinafter), at least a valve or a fuel injection pump (particularly a diesel engine)
  • a camshaft which is a rotary shaft for driving various devices such as the above, is supported. Conventionally, this is directly engaged with the crankshaft and driven by the rotation of the crankshaft.
  • a gear with a camshaft (hereinafter referred to as a cam gear) for engaging a gear with the crank ⁇ has a large diameter. Therefore, if the cam ⁇ is arranged below the cylinder, the cylinder must be inclined at a nearly vertical angle, and the purpose of tilting the cylinder (reducing the overall height of the engine, placing it on top of the balancer) ) Can not be achieved.
  • a star motor using the space next to the cylinder, but if a balancer shaft is installed here, the starter motor cannot be installed at this position. Must be provided in a protruding position. Inclined single-cylinder engines can be In some cases, the center line is installed so that it is close to the vertical, and in this case, if the star and evening motor is arranged in a part other than the above-mentioned space, the star and evening motor will be in a more protruding state, There is also a problem in setting the installation position of the engine. Therefore, it is desirable to arrange the starter motor so as to fit in the space.
  • the swing fulcrum of the governor lever connected to the fuel injection amount adjusting means of the fuel injection pump is provided with a fuel injection pump driven by a cam shaft, and a gear mounted on the cam. It is located at an intermediate position between the combined governor drive shaft and the centrifugal cutout. That is, if the governor lever is disposed vertically, there is a swing fulcrum in the middle of the governor lever, the upper end and the lower end are swing ends, and the upper end is connected to the fuel injection amount adjusting means, and the lower end is centrifugal. It will be in contact with the elastic part of the room.
  • the governor drive shaft in order to secure a longer stroke of the governor lever, the governor drive shaft must be positioned below that much, and the gear (gear that meshes with the camshaft) installed around the governor drive shaft is required. If it is immersed in lubricating oil retained in the lower part of the crankcase (oil pan), the same problem as described in the above-mentioned prior art will occur, so that the gear is located higher than the oil level of the lubricating oil. Due to this, the overall height of the engine will increase.
  • the governor drive shaft is the same as the balancer shaft or the gear is engaged, and the camshaft is arranged below the cylinder, the governor will move with the balancer shaft. If the balancer shaft and the governor drive shaft are separate gears, the starter motor can be arranged in the space next to the cylinder. Therefore, the above-mentioned problem occurs because the projection must be provided at another position. In addition, when the balancer shaft has the same shaft as the balancer shaft, the shaft dimension of the balancer shaft must be longer, and the engine becomes horizontally long.
  • an engine having a structure in which one side of a crankcase is opened and a side lid is attached to an open end thereof and closed is known, and lubricating oil is applied to a bottom of a crank chamber in the crankcase.
  • the engine is mounted by setting the vertical angle (with respect to the horizontal angle) of the cylinder in various ways. Therefore, the oil surface of the oil pan changes its angle with respect to the cylinder axis in accordance with the mounting angle of the engine.
  • a suction port for sucking lubricating oil from an oil pan portion is provided on an inner side surface of the crankcase or an inner side surface of the side cover corresponding to an oil pan side surface, although it is communicated with a lubricating oil passage formed in the thick part of the crankcase or the side cover, conventionally, a plurality of the suction caps have not been provided on the premise of the mounting angle, and the number of the suction ports has been changed depending on the mounting angle of the engine. At the same time, the design cost of the oil pan structure of the crankcase or side lid, the position of the suction port, and the design of the lubricating oil passage were changed, which increased the processing cost.
  • various devices mounted around the crankcase and the side cover such as a fuel injection pump and a fuel feed pump, have their mounting holes formed in the crankcase and the side cover in the same manner as the lubricating oil passage.
  • the force formed by drilling in the thick part ⁇ If the drilling direction is the same, the processing cost is reduced and maintenance is facilitated.
  • the lubricating oil filter is often provided at the outer opening of the lubricating oil passage, the lubricating oil filter, the fuel injection pump, and the fuel feed pump are directed in the same direction on the same side, and these are simultaneously turned on. Easy maintenance is possible.
  • lubricating oil passages and mounting holes were not formed on the assumption of such a situation, and there was no coordination in the location of each device, high processing cost, maintenance work Was also complicated.
  • a conventional single-cylinder oblique cylinder engine having a structure in which one side of a crankcase is opened and the opening is closed by a side cover as described above is one end of a crankshaft.
  • the flywheel to be disposed in the section is disposed on the crankcase side (opposite side of the lid), and the crankshaft is disposed on one side of the flywheel side or the opposite side of the flywheel side, or The crankshaft output was taken out from both ends of the rank shaft.
  • this tilted single-cylinder engine if the crank output is taken out simultaneously from both the flywheel side and the counter flywheel side of the crankshaft, two engines can be operated by one engine. is there.
  • the mode of driving two working machines with one inclined single cylinder engine is limited, and even if the working machines are implemented, it is permissible that the output rotation directions of both working machines are opposite to each other. In other cases, it is necessary to improve the work equipment appropriately or to change the output direction of the work equipment, resulting in high cost.
  • the crank shaft in the engine and the flywheel It must be divided into the opposite side of the flywheel and have a complicated and costly structure that can be rotated opposite to each other.
  • many components such as the camshaft and the lubricating oil / cooling water pump must be designed to meet either of the two parts of the crankshaft. This also causes a cost increase. Becomes
  • the Laje night is almost at the same height as viewed from above the cooling fan, and the cooling air blown out from the cooling fan is from the upper part of the cooling fan and flywheel to the Laje night. It flows almost horizontally in a fan case that covers the upper part of the space almost horizontally, and is guided until overnight in Laje.
  • the fuel tank is arranged in a substantially horizontal shape above Rajje.
  • the exhaust muffler is disposed outside the side surface on which the cylinder head is arranged, and protrudes further outward than the cylinder head.
  • the fuel tank As for the fuel tank, it is located above Laje, so the whole engine will be vertically long, which will hinder compaction. Furthermore, since the conventional fuel tank is arranged horizontally in a substantially horizontal shape, when the engine is installed in an inclined manner or the like, if the oil level in the tank is inclined, the oil level is immediately increased. It becomes lower than the fuel intake of the tank, and the frequency of air mixing increases, leading to deterioration of output. Also, when there is still enough fuel left, the oil level falls below the fuel intake and fuel must be replenished at this point, which is wasteful.
  • the location of the exhaust muffler also protrudes greatly to the side, which hinders the compaction of the side.
  • the cooling air blown out from the cooling fan is cooled.
  • the cooling air flows along the fan case placed above the flywheel and flywheel section to the lager located above the crankcase and cylinder.
  • the structure is not enough to hit the side. In other words, the cooling air blown from the cooling fan is not sufficiently utilized for cooling the crankcase and cylinder.
  • the fuel tank when the fuel tank is filled with fuel, the fuel tank itself is kept at a low temperature, and a cooling effect is provided for the fuel tank disposed around the fuel tank. Is located just above Laje, and not only can its cooling effect not be utilized, but also the fuel tank itself can become hot due to exhaust from the Lajeta.
  • the number of parts is as small as possible, and the structure is simple and the fuel tank and radiator can be reliably supported.
  • the side ends of the upper and lower central portions are tightened, or the upper and lower ends are fixed from the sides. In this case, if the vertical height of the fuel tank was large, a rigid structure was required for the stationary member of the fixed part.
  • this fuel tank By arranging this fuel tank vertically on the side surface of the crankcase, the fuel tank can be removed from the space above the crankcase while ensuring the capacity, and the overall height can be shortened. By supporting the fuel tank, the fuel tank can be securely supported without requiring a great deal of strength.However, the side of the crankcase vibrates in the direction of rotation as the crankshaft rotates. Need.
  • the conventional cover member that covers the whole Laje night area There is no fuel tank above it, so it is not installed.Also, the Rajje night is directly mounted on the crankcase, which is the engine body, and the engine vibrates outside from the Rajje part Sound was being emitted. Disclosure of the invention The present invention relates to an inclined single-cylinder engine in which a crankshaft is arranged horizontally in a crankcase and a cylinder is arranged obliquely with respect to the crankcase. The primary objective is to make the whole compact while installing various devices (for example, lubricating oil pumps and governors).
  • the present invention firstly comprises, in the crankcase, at least a balancer shaft and a force shaft as rotating shafts parallel to the crankshaft.
  • the axis is arranged so as to be lower than the center axis of the cylinder.
  • the present invention provides a crankshaft on the crankshaft, a first balancer gear and a small-diameter second balancer gear connected thereto on the balancer ⁇ ⁇ ,
  • a cam gear is fixed on a cam shaft, and the crank gear and the first balancer gear are combined with each other, and the second balancer gear and the cam gear are combined with each other.
  • a gear train including the crank gear, the first balancer gear, the second balancer gear, and the gear gear is configured, so that the rotation of the crankshaft is transmitted to the camshaft via the balancer shaft.
  • the crankshaft has a large diameter of the rotation trajectory between the crank arm and the balance X-axis.
  • the balancer shaft having a small rotation trajectory is gear-engaged with the cam ⁇ . Since the diameter of the second balancer gear is smaller than that of the first balancer gear that matches the crank gear, the cam gear and the first balancer gear can overlap in the axial direction, and the speed of the cam ⁇ can be reduced. In securing the ratio, the cam gear does not need to be so large in diameter, and the distance between the balancer shaft and the cam shaft can be small.
  • the rotation shaft group including the crankshaft, the balancer shaft, and the camshaft can be accommodated in a small space.
  • the present invention provides a lubricating oil pump driven by gear-engaging a drive shaft parallel to each of the rotation shafts of the rotation group with the cam gear, on the one shaft end side of the rotation shaft group in the crankcase.
  • a third balancer gear is fixedly mounted on the other shaft end portion of the balancer shaft, and the third balancer gear is geared with a drive shaft parallel to each rotation shaft of the rotation shaft group.
  • a driven cooling water pump is disposed on the other shaft end side of the rotating shaft group in the crankcase.
  • the problem that the shaft length becomes longer can be avoided.
  • the drive shaft of the lubricating oil pump and the cooling water pump is seen in the direction ⁇ .
  • the lubricating oil pump and the cooling water pump can be arranged side by side on the same shaft, and the crankcase does not expand. Further, a space for disposing a governor lever as described later can be formed between the lubricating oil pump and the cooling water pump, which contributes to compact arrangement of the governor lever.
  • the present invention provides a governor lever configured to circulate a governor centrifugal inlet on a drive shaft of the lubricating oil pump in the crankcase and to swing by the movement of the centrifugal inlet.
  • An upper end which is a swinging end of the governor lever, is connected to a fuel injection amount adjusting section of a fuel injection pump, and is vertically disposed between the centrifugal nozzle in the crankcase and the cooling water pump;
  • the pivot point is located below the drive shaft of the lubricating oil pump.
  • the upper end which is the swing end of the governor lever, is connected to the fuel injection amount adjusting section of the fuel injection pump, and the swing fulcrum is connected to the lubricating point.
  • the governor lever is set long so that the fuel injection amount can be finely adjusted. In this case, only the swing fulcrum can be disposed below and the length thereof can be ensured, and the lubricating oil pump drive shaft that circulates the centrifugal gear must be disposed below the swing fulcrum. There is no.
  • the gear attached to the lubricating oil pump drive shaft (used for both driving of the lubricating oil pump and governor) is immersed in the lubricating oil sump formed in the lower part in the crankcase. While avoiding such a situation, it is possible to obtain a good governor control that can appropriately cope with hunting and the like by making the governor lever long.
  • the present invention firstly provides, in the crankcase, at least a balancer shaft, a camshaft, and a governor drive shaft as rotation shafts parallel to the crankshaft, and the axes of which are aligned with the cylinder. It is arranged so as to be located below the central axis.
  • the balancer shaft, cam shaft, and governor drive shaft do not exist above the center line of the cylinder, and the governor also moves with the provision of the governor drive shaft. Since it is arranged below the center axis of the cylinder, it is possible to provide a large space for disposing other components such as a star motor without increasing the size of the upper end of the crankcase.
  • the inclined single-cylinder engine may have a cylinder whose central axis is close to the vertical direction.
  • the parts such as the starter motor and the like arranged above the crankcase are Since it is arranged close to the cylinder in this way, it does not protrude in the lateral direction and can maintain compactness.
  • crankcase one side of the crankcase is opened, the open side end is closed with a side cover, and a crankshaft is horizontally disposed in the crankcase and a crank chamber in the side cover.
  • a simple and low-cost lubricating oil passage structure that maintains the effectiveness of the inclined single-cylinder engine having a structure supported by the side lid and the side wall of the crankcase on the side facing the side cover.
  • the second object is to realize the above.
  • the present invention firstly forms a lubricating oil passage in a thick portion of the crankcase or the side cover and forms a lubricating oil passage in a bottom portion of the crankcase.
  • a plurality of lubricating oil inlets communicating with the lubricating oil passages are provided on the inner surface of the crankcase or the side cover, which corresponds to the side surface of the sloping pan, so that the inclination of the inclined cylinder with respect to the vertical angle when the engine is installed is set.
  • at least one of the lubricating oil inlets can be selected.
  • Lubricating oil is normally supplied to the oil passage formed in the thick part of the crankcase or side cover, and the parts are normally lubricated, regardless of the inclination angle of the engine with the same configuration. It is.
  • the engine can be made versatile to cope with various installation inclinations, reducing the complexity of installation work, and also allowing the lubricating oil inlet to be selected at the optimum position according to the engine installation state. is there.
  • a camshaft is provided in a crank chamber in parallel with the crankshaft.
  • the camshaft is provided in a thick portion of the crankcase or the side cover.
  • the lubricating oil lubrication hole for the crank shaft and the mounting holes for the fuel injection pump and the fuel feed pump are formed in parallel with each other so as to be orthogonal to the axis of the shaft or an extension thereof. This facilitates the work of drilling these mounting holes and oil passages, and also allows the fuel feed pump, the fuel injection pump, and the lubricating oil to be lubricated on the same side at substantially the same height.
  • a lubricating oil filter that is selectively attached to the opening at the outer end of the hole is attached to the engine. This facilitates the work when attaching and detaching a plurality of these members at once.
  • the present invention relates to a similar inclined single cylinder engine, in which a lubricating oil pump is mounted on the crankcase or the side cover, and an oil hole communicating with the lubricating oil pump is formed in a thick portion thereof, and the discharge of the lubricating oil pump is performed.
  • the pressure relief hole is branched from the oil hole on the side of the camshaft, and the opening of the pressure relief hole faces the vicinity of the bearing on the camshaft.
  • the present invention relates to an inclined single-cylinder engine provided with a flywheel on one side of a crankshaft, and drives a work machine having a rotational direction set in one direction on any side of the engine.
  • a third object is to realize a structure that can be easily attached while securely holding the flywheel.
  • the present invention firstly provides a direct connection between a crank gear fixed to a crank and a balancer gear fixed to a balancer shaft, and an end of the balancer shaft on a side opposite to a flywheel arrangement.
  • the part protrudes from the engine body to the outside.
  • the tilted single-cylinder engine is designed to take out power only from the end of the crankshaft on the flywheel side, and to the specifications that take out power only from the end of the balancer shaft opposite to the flywheel.
  • the configuration only the shapes of the flywheel and the balancer shaft are different, so that most components can be commonly used in both specifications. This makes it possible to configure a single-cylinder engine with specifications that differ in the direction of power output while keeping the types of constituent members small, and it is possible to meet a wide range of requirements at low cost.
  • the side lid and a flywheel housing that covers the flywheel are integrally formed.
  • the flywheel housing is formed separately from the side lid and attached to the crankcase, bolts for fastening the flywheel housing to the crankcase and positioning for the flywheel housing are provided. Since no pins or inlays are required, the number of parts can be reduced and cost can be reduced. In addition, since an increase in weight due to the attachment of the flywheel housing can be minimized, the engine can be reduced in weight.
  • the shape is simpler, the configuration can be made smaller, and the forming method can be made more compact, so that the cost is lower. Can be formed.
  • the present invention attaches various peripheral members to maintain the overall compactness while securing their individual functions.
  • a fourth object is to obtain a cooling effect.
  • the present invention provides a cooling fan and a fan case that covers the cooling fan at one end of a crankshaft, and the inclined cylinder is arranged horizontally when the crankshaft is horizontally arranged. And the upper part of the crankcase is disposed substantially horizontally above the crankcase.
  • the fan case is disposed substantially vertically until the lower part of the cooling fan. It is a volute guide that introduces cooling air from the surrounding area to Laje overnight. As a result, the height of Rajje is reduced compared to the case where it is installed vertically, and the cooling fan that sends cooling air to Rajje is provided at one end of the crankshaft.
  • the space formed between the upper part of the inclined cylinder and the upper part of the crankcase can provide a sufficient cooling air passage below the Laje night. It is conceivable to arrange a star motor in this space (ie, at the upper end of the crankcase) to make the entire system compact. However, because of the inclined shape of the cylinder, it is expanded upward, so that a space through which sufficient cooling air can pass can still be secured above the motor.
  • the installation position of Laje can be kept low, and the vertical height can be kept low. Since the fan case is arranged in a substantially vertical shape from the cooling fan to the entire area of Laje, it is possible to obtain a compact and sharp appearance, simplify the shape, and reduce the processing cost. Furthermore, in the process in which the wind from the entire circumference of the cooling fan is guided through the volute guide formed in the fan case so as to be introduced into Laje, the cooling fan side of the crankcase Cooling air blows not only on the upper end but also on the side and lower ends to enhance the cooling effect of the crankcase.
  • the present invention provides a fuel tank in which a fuel tank is provided in a vertically elongated shape outside the side surface of the crankcase opposite to the inclined cylinder when viewed in the crankshaft direction. It is.
  • the fuel tank is disposed on the side of the crankcase, so that it is not necessary to dispose the fuel tank above the Laje night.
  • the fuel tank is vertically long, and when viewed in the direction of the crank, it is on the anti-cylinder side where space can be secured, so that the capacity is secured and the internal combustion engine is inclined.
  • crankcase and the side cover By completely covering the crankcase and the side cover on the side opposite to the cylinder with the fuel tank, it is possible to obtain an effect of blocking noise from the crankcase. If a group of rotating shafts other than the crank ⁇ , such as a balancer shaft and a cam shaft, is arranged below the inclined cylinder, these rotating shafts are eliminated on the side opposite to the cylinder via the crank ⁇ .
  • the side crankcase and the side lid are also compacted, so that the capacity of the fuel tank that covers the side surface can be further increased. Further, by processing the shape of the inner portion of the fuel tank along the shape of the side surface portion, the fuel tank can be extended into the concave portion formed at the bottom of the crankcase. Increased capacity.
  • an opening is provided by partially cutting out the fan case, and the opening of the fuel tank is provided in the opening.
  • the fan case and the fuel tank wall A part thereof is configured to form a volute guide for guiding cooling air from the cooling fan to the Laje night.
  • the cooling air hits the fuel tank to exert a cooling effect on the fuel tank. Since it is installed vertically along the side of the crankcase, the effect of cooling the outside of the crankcase by the fuel tank can be expected. Further, the fan case can form the opening only by providing a notch, and has a structure that is easy to process.
  • the position of the cap that closes the fuel supply port of the fuel tank is set to be higher than the Rajje overnight. is there.
  • the fuel filler port protrudes long upward, even when the engine is installed at an inclined angle, the fuel can be refueled during fueling.
  • the adverse effect of fuel leakage from the filler port due to the inclination of the oil level can be reduced.
  • the present invention also provides the water-cooled inclined single cylinder engine, which also comprises a fuel tank as described above, wherein the fuel tank has a lower portion fixed to the crankcase or a leg fixed to a side surface of the crankcase. It is attached to a member via a vibration isolating member, the upper part is engaged with an engaging member erected from the crankcase, and a vibration isolating member is interposed between the material and the joint member.
  • the fuel tank which is vertically arranged on the side of the crankcase, is supported at the top and bottom, so even if it has a large capacity, it can be securely supported without requiring a very strong support member, and is simple With a simple configuration, reliable support can be realized at low cost.
  • the vibration isolating member Since both the upper and lower parts are supported via the vibration isolating member, the vibration from the crankcase of the engine body does not propagate to the fuel tank, and the adverse effect of the fuel in the fuel tank being vibrated is reduced. Also, the engaging member that engages the upper part
  • the radiator provided is also used as a member that supports the radiator cover and the like provided on the side, so that the number of parts can be reduced, and compactness and cost reduction can be realized.
  • a radiator cover which also serves as a cooling air duct is provided in connection with the fan case.
  • the radiator cover serves as a duct for the cooling air, the cooling air flowing in the fan case is prevented from leaking to the outside, that is, the radiator cover is reliably maintained while maintaining the capacity of the cooling air.
  • the heat exchange in Rage will become active and the cooling effect corresponding to the capacity can be secured.
  • the present invention also provides the exhaust gas muffler according to the first aspect, further comprising an exhaust muffler disposed on a side of the radiator and above a cylinder head on the inclined cylinder. Is disposed below the exhaust muffler and beside the fan case.
  • an exhaust muffler disposed on a side of the radiator and above a cylinder head on the inclined cylinder. Is disposed below the exhaust muffler and beside the fan case.
  • peripheral members related to the water-cooled inclined single-cylinder engine As described above, by arranging the peripheral members related to the water-cooled inclined single-cylinder engine according to the present invention, sufficient functions of these peripheral members (for example, ensuring capacity, cooling efficiency, and soundproofing effect) can be obtained. Etc.) while keeping the organization compact and low-cost overall.
  • FIG. 1 shows an inclined single-cylinder engine according to the present invention, in which a crankcase is formed by closing a rear opening of a crankcase 1 integrally formed with a cylinder with a side cover 2.
  • FIG. 2 is a view from the side of the side cover 2
  • FIG. 2 is a rear view of the same, that is, a view from the side of the side cover 2
  • FIG. 3 is a view of the same right side, that is, a view from the opposite side of the cylinder.
  • FIG. 4 is a left side view of the same, that is, a view from the cylinder side
  • FIG. 1 shows an inclined single-cylinder engine according to the present invention, in which a crankcase is formed by closing a rear opening of a crankcase 1 integrally formed with a cylinder with a side cover 2.
  • FIG. 2 is a view from the side of the side cover 2
  • FIG. 2 is a rear view of the same, that is, a view from the side of the side cover 2
  • FIG. 3 is
  • FIG. 5 is a side view of a rear opening of the crankcase 1 according to the present invention in which a cylinder is integrally formed.
  • FIG. 6 is a rear cross-sectional view of the same, that is, a cross-sectional view from the side of the side cover 2
  • FIG. 7 is a cross-sectional view taken along the line I-I in FIG.
  • FIG. 8 is also the same as in FIG. 6]!
  • FIG. 9 is a sectional view taken along the line m--m in FIG. 5
  • FIG. 10 is a circuit diagram of a lubricating oil passage R from inside the side cover 2 to each part.
  • FIG. 11 is an enlarged sectional view of a lubricating oil passage near the cam bearing portion 2 g in FIG. 10, and
  • FIG. 12 is a crankcase integrally formed with a cylinder according to the present invention.
  • FIG. 5 is a cross-sectional view taken along the line IV-IV in FIG. 5 of the embodiment in which the balancer shaft 4 protrudes outward to form an output portion.
  • FIG. 13 shows a flywheel housing and a side cover integrated with each other. ⁇ in Fig. 6 of the inclined single cylinder engine according to the embodiment in which ⁇ is projected to the flywheel side to form an output portion. The cross-sectional view taken along the line is taken as the top.] The '- ⁇ ' cross-sectional view is taken at the bottom. Fig.
  • FIG. 14 is a front view of the water-cooled inclined single-cylinder engine unit, and Fig. 15 is the top view.
  • Fig. 16 is a view taken in the direction of the arrow V in Fig. 15 and Fig. 1 is a fan case 60 with the fuel tank 47 removed, and Laje tournament.
  • FIG. 18 is a cross-sectional view taken along the line VI—VI in FIG.
  • FIG. 9 is a sectional view taken along line W-W in FIG. BEST MODE FOR CARRYING OUT THE INVENTION
  • the crankcase 1 which is the main body, has an opening on one side, and this opening side is referred to as a rear side in all the following embodiments.
  • the rear open end is closed by the side cover 2 as shown in FIG. 3 and FIG.
  • a cylinder part 1c is formed integrally with the upper part of the left side of the crankcase 1 in an inclined manner to the upper left, and a cylinder head 26 is provided at the upper end thereof.
  • a valve arm cover 27 is provided to cover the valve arm.
  • a cylinder 31 is connected to the front of the cylinder head 26, a spark plug 32 is fitted inside, and the fuel injection valve 33 is further connected via a valve arm cover 27.
  • the fuel is inserted into the cylinder head 26 and attached to the crankcase 1.
  • the fuel is injected from the fuel injection pump 33 through the pipe from the fuel injection pump 17 to be described later.
  • the fuel is injected into the auxiliary combustion chamber.
  • a piston 25 is slidably fitted in the cylinder portion 1c in the direction of the axis A of the cylinder (see FIG. 5).
  • the cylinder portion 1c may be formed to be inclined upward and to the right from the upper right portion of the crankcase 1. Force ⁇ As to all the following embodiments, it is assumed that the cylinder portion 1c is formed at the upper left portion as described above. It is described as a premise.
  • crankcase 1 and the side cover 2 are joined, and the crankcase portions 1a and 2a recessed in the crankcase 1 and the side cover 2 respectively form one crankcase.
  • the structure of each component in the crank chamber will be described.
  • the crankshaft 3 is disposed horizontally in front and rear.
  • a first crank journal 3a on the flywheel side and a second crank journal 3b on the non-flywheel side, which form the axis of the crankshaft 3, are formed before and after the crankshaft 3.
  • the first crank journal 3a is supported by the side cover 2 so as to protrude outward and rearward
  • the second crank journal 3b is connected to the crankcase 1 by the second crank journal 3b.
  • FIGS. 5 to 9 show an embodiment in which the first crank journal 3a is supported on the front wall of the crankcase 1 so as to project outward and forward.
  • An embodiment in which the two crank journals 3b are pivotally supported on the side cover 2 is disclosed, and a flywheel 40 is provided and fixed to the outer protruding portion of each of the first crank journals 3a. 5 to 9, the flywheel 40 is fastened to the tip of the first crank journal 3a with a bolt 40b.
  • the flywheel 40 may be provided with a cooling fan 41 as shown in FIG. 7 and the like to send cooling air to Laje (not shown). Good.
  • the second crank journal 3b is projected outward (to the front in the embodiments of FIGS. 1 to 4 and to the rear in the embodiments of FIGS. 5 to 9). This can be used as an output shaft, or a cooling fan separate from the flywheel can be installed.
  • the first crank journal is attached to a crank bearing 1d formed on the front wall of the crankcase.
  • 3a is shown with a second crank journal 3b pivotally supported on a crank bearing portion 2f formed on the side cover 2, but in the embodiment shown in FIGS.
  • the second crank journal 3b is supported by the crank bearing 1d
  • the first crank journal 3a is supported by the crank bearing 2f.
  • crank arm 3c'3c and a balance weight 3d • 3d are formed at the inner ends of the front and rear crank journals 3a and 3b, respectively.
  • a crank pin 3e is formed between the ends of the crank arms 3c and 3c, and the large end of the connecting rod 24 is loosely fitted to the crank pin 3e, and the small end of the connecting rod 24 is formed.
  • Part is the piston in the cylinder part 1 c
  • a balancer shaft 4 is provided in the crankcase 1a of the crankcase 1 in parallel with the crankshaft 3 (that is, horizontally in the front-rear direction).
  • the rear end is supported by the side cover 2 at the front wall of 1.
  • the balancer 4 When viewed from the front, as shown in FIG. 5, the balancer 4 is positioned diagonally below and to the left of the center axis of the crankshaft 3 (that is, the axis of the crank journals 3a and 3b) (that is, the cylinder section 1c).
  • the lower part of the balancer 4a which protrudes from the middle of the balancer shaft 4 as shown in FIG.
  • the balancer shaft 4 can be made to approach the crankshaft 3 to some extent.
  • the two shafts 3 and 4 rotate in opposite directions in opposite directions to cancel each other's rotational vibration.
  • the balancer shaft 3 The balancer section 4a is located on the opposite side of the crank pin 3c via the crank pin 3c (the clamper is located on the opposite side via the crank pin 3c).
  • the balancer shaft 4 is disposed on an extension of the center axis of the cylinder via a crank shaft (a crank journal portion). In this embodiment, however, as shown in FIG. It is located below the axis A of the cylinder part 1c. More specifically, it is located below the lower end opening of the cylinder part 1c. By arranging in this manner, it is not necessary to provide a space for disposing the balancer shaft 4 on the right side of the crankshaft 3 in the crankcase 1, that is, on the side opposite to the cylinder and on the upper side. Can be compacted.
  • the balancer shaft 4 rotates the balancer 4a in a phase opposite to that of the balance shaft 3d of the crankshaft 3d, thereby canceling the vibration caused by the rotation of the crankshaft 3. Is secured.
  • the balancer 4a is located above the upper end of the roll pan 1b formed in the lower part of the crankcase 1, and the balancer 4a is immersed in the lubricating oil stored in the oil pan 1b. Is avoided.
  • crank shaft 3 is placed on the rear of the crank journal (the embodiment shown in Figs. 1 to 4).
  • a crank gear 6 is mounted and fixed on the first crank journal 3a, and on the second crank journal 3b in the embodiment shown in FIGS. 5 to 8, and the balancer shaft 4
  • a first balancer gear 7 that is always connected to the crank gear 6 is fixedly installed, and a second balancer gear 8 smaller in diameter than the first balancer gear 7 is connected to the outside of the first balancer gear 7. It is fixed.
  • a fuel injection pump and a camshaft 5 for driving a valve train are arranged in parallel with the crankshaft 3 and the balancer shaft 4 (that is, in the front-rear horizontal direction). are doing.
  • the front end and the rear end of the camshaft 5 are supported by the front wall of the crankcase 1 and the cam bearing 2 g of the side cover 2, respectively, as shown in FIG.
  • a cam gear 9 is fixedly mounted around the cam shaft 5, and is always engaged with the second balancer gear 8 (see FIG. 5).
  • the cam gear 9 can be disposed so as to overlap with the first balancer gear 7 in a front view as shown in FIG. 4 and the camshaft 5 can be shortened.
  • the diameter of the cam gear 9 is not so large, the reduction ratio required for the reduced rotation of the camshaft 5 is sufficiently ensured.
  • the rotation locus of the balancer 4a of the balancer shaft 4 is smaller in diameter than the crank locus 3c of the crank 3 and the rotation locus of the balance light 3d. Therefore, while maintaining the reduction ratio required for the reduced rotation of the cam shaft 5, the distance between the shaft and the balancer shaft 4 does not need to be large.
  • the cam shaft 5 is disposed diagonally above and to the left of the balancer shaft 4 when viewed from the front, and this position is located immediately below a lower end of the cylinder portion 1c.
  • the upward inclination angle of the cylinder portion 1c immediately above the balancer shaft 4 does not need to be so large, and accordingly, the cylinder portion 1c
  • the angle of inclination can be made almost horizontal, contributing to a reduction in the overall height of the engine.
  • a fuel injection pump 17 is provided on the left side of the crankcase 1 in a substantially horizontal shape, and a fuel feed pump 18 is provided at a front portion thereof at substantially the same height.
  • the pump drive section formed at the inner end of the fuel injection pump 17 is brought into contact with the pump drive force 5 a on the cam shaft 5, The injection pump 17 is driven by the rotation of the cam 5a.
  • two valve driving forces 5b.5b are also fixed, and the respective valve arms 29,29 of the intake and exhaust valves (valve) 28,28 are respectively provided.
  • the drive valve 28 is driven by contacting the inner end of the push rod 30 connected to the valve.
  • the through hole 1 e of the lever 18 a of the fuel feed pump 18 and the fuel Injection hole 1 f for injection pump 1, and screw hole 1 g for screwing fuel feed pump 18 and fuel injection pump 17 to crankcase 1 1 g Are all formed in parallel on the left side of the crankcase 1, and the extension thereof is orthogonal to the ⁇ core line B of the camshaft 5.
  • the through-hole 1 e and the internal fitting hole 1 f and the screw hole lg can be intensively drilled on one side surface of the crankcase 1 in parallel and substantially at the same height and close to each other. Therefore, processing is facilitated and contributes to reduction of processing cost.
  • the fuel feed pump 18 and the fuel injection pump 17 are also provided on the same side surface of the crankcase 1 at substantially the same height. Since the devices are arranged in the same direction in the close proximity, the attachment and detachment work becomes easier when both devices need to be attached and detached at once, and the maintainability is improved.
  • Each lubricating oil passage R to be described later is formed along the rear end surface of the side cover 2 in the thick portion of the side cover 2 behind the cam bearing portion 2 g supporting the rear end of the cam shaft 5. are doing. Among them, as shown in Fig. 9, the rear crank journal of the crankshaft 3 (the first crank journal 3a in the embodiment shown in Figs. 1 to 4 and the one shown in Figs. 5 to 9). In the embodiment, a crankshaft lubricating oil passage R4 is formed from the left side surface of the side cover 2 with respect to the crankshaft receiving portion 2f that supports the second crank journal 3b>.
  • the path R 4 is a through hole 1 e for the fuel feed pump 18, a hole 1 f for internal fitting for the fuel injection pump 17, and a screw hole 1 g formed on the left side of the crankcase 1. And at the rear of the cam receiving portion 2 g, it is orthogonal to the axis B of the cam shaft 5. That is, the crankshaft lubricating oil passage R4 is provided in the through hole 1e *
  • the fitting hole 1 f ′ is parallel to the screw hole 1 g, that is, substantially the same height in the same direction.
  • crankshaft lubricating oil passage R4 is opened on the left side surface of the side cover 2, and a lubricating oil filter 16 is fitted in this opening as necessary.
  • the crankshaft lubricating oil passage R4 is connected to the downstream side of the filter 16 and the rear crank journal 3b or 3a of the crankshaft 3 in the crankshaft receiving portion 1f.
  • lubricating oil filter 1 6 force Opening of outer end of crankshaft lubricating oil passage R on left side of side cover 2
  • the lubricating oil filter 16 is arranged in the same direction and at the same height on the same side as the fuel feed pump 18 and the fuel injection pump 17 because the lubricating oil filter 16 is mounted horizontally.
  • a primary lubricating oil filter 35 is provided on the side cover 2, and an oil pan (filtered through the primary lubricating oil filter 35) is provided.
  • the lubricating oil in the oil pan section 1 b .2 b) formed at the bottom of the crankcase sections 1 a and 2 a flows through the lubricating oil passage R drilled in the side cover 2, and the lubricating oil pump 1 The oil is sucked at 2, the oil is further filtered at the lubricating oil filter 16 and supplied to each part of the engine.
  • Side cover The structure of the lubricating oil passage R in 2 will be described later in detail.
  • a lubricating oil pump drive shaft 10 is disposed below the camshaft 5 and to the left of the balancer shaft 4 in parallel with them (that is, in the front-rear horizontal direction).
  • a lubricating oil pump gear 11 is mounted and fixed in a portion of the crankcase 1 which is rotatably supported in the side cover 2 and protrudes into the crankcase 1. It is always connected to balancer gear 7.
  • a lubricating oil pump 12 is formed inside the side cover 2 around a lubricating oil pump driving shaft 10. During the operation of the engine, the lubricating oil pump driving shaft 10 is moved by the balancer gear 4 due to the gear combination described above. , The lubricating oil pump 12 is driven to supply lubricating oil from inside the crankcase 1 to the entire engine.
  • a governor centrifugal inlet 13 is provided around a protruding portion of the lubricating oil pump drive shaft 10 in the crankcase 1, and the lubricating oil pump drive shaft 10 is provided with a governor centrifugal weight 13
  • the lubricating oil pump drive shaft 10 has a stronger rotational force, so that the central cylinder 13a extends and presses against the tip of the center cylinder 13a.
  • a governor mechanism G for rotating the governor arm 14 and integrally rotating the governor lever 15 forward and backward is formed. That is, the lubricating oil pump gear 11 arranged around the lubricating oil pump driving shaft 6 is also a governor driving gear.
  • a portion of the fuel injection pump 17 inside the crankcase 1 is provided with a fuel injection amount adjusting arm 17a whose rotation adjusts the fuel injection amount.
  • the upper end of the governor lever 15 is pivotally connected to the fuel injection amount adjusting arm 17a. With the rotation of the governor lever 15, the fuel injection adjusting arm 17a rotates. The fuel injection amount is set according to the moving position.
  • a governor lever pivot point ⁇ 15 a is disposed at the base end (lower end) of the governor lever 15 in the left-right direction, and is supported by the left wall of the crankcase 1.
  • the governor lever one rotation fulcrum shaft 15 a is a force below the lubricating oil pump driving shaft 10 circulating the lubricating oil pump driving gear 11 also serving as the governor driving gear ⁇ the fuel of the fuel injection pump 17
  • the position of the injection amount adjusting arm 17 a is located above the lubricating oil pump drive shaft 10, so that the governor lever 15 is sufficient to secure the length of the governor lever 15.
  • the governor lever 15 can have a sufficient length. it can. If the governor lever 15 is lengthened in this way, it is possible to finely adjust the fuel injection amount.
  • a cooling water pump 22 is attached to the front surface of the crankcase 1, and the cooling water pump driving shaft 20 force is fitted to the crankcase 1 so as to be rotatable from the front surface into the crankcase 1.
  • a cooling water pump drive gear 21 is fixedly connected to the fitting portion.
  • a third balancer gear 19 is fixedly mounted on the balancer shaft 4 at a position close to a shaft supporting portion to the front wall of the crankcase 1 as shown in FIGS.
  • the structure is such that it is always coupled to the cooling water pump drive gear 2 i.
  • the third balancer gear 19 is disposed on a portion of the balancer shaft 4 opposite to the first balancer gear 7 and the second balancer gear 8. If these are arranged on the same side of the balancer 4, if the cam gear 9 is combined with the second balancer gear 8, the first balancer gear 7 is also provided with a lubricating oil in addition to the crank gear 6.
  • the pump drive gear 11 (governor drive gear) is engaged, and the fuel injection pump 17, lubricating oil pump 12, and governor mechanism G are provided in the vicinity, and the drive gear of the cooling water pump is further increased.
  • a third balancer gear 19 is provided on the opposite side of the balancer shaft 4, and the cooling water pump 22 is geared with the third balancer gear 19, and the fuel injection pump 17 is provided.
  • the cooling water pump drive shaft 20 and the lubricating oil pump drive shaft 10 are arranged on substantially the same axis in a side view,
  • a compact crankcase 1 can be configured without expanding the space for disposing the lubricating oil pump 12 and the cooling water pump 22 on the front, rear, left and right.
  • the governor lever 15 is disposed between the governor centrifugal gate 13 (lubricating oil pump driving shaft 10) in the crankcase 1, the cooling water pump 22 and the cooling water pump driving shaft 10. And the space between the inner ends of both drive shafts 10. It can be installed in a compact.
  • the positions of the lubricating oil pump 12 and the cooling water pump 22 may be opposite to the positions illustrated in FIG. 8 and the like. That is, the lubricating oil pump 12 is provided on the front wall of the crankcase 1, and the cooling water pump 22 is provided in the side cover 2.
  • the drive shaft of the cooling water pump 22 is governor driven. It will also serve as the axis.
  • the lubricating oil pump 12 is disposed on the front of the crankcase 1, the above-mentioned primary lubricating oil filter 35 and the lubricating oil filter 16 are also provided with the side cover.
  • the balancer shaft extends in the direction of a straight line D1 extending to one side in the cylinder radial direction orthogonal to the core wire A with respect to the lower end of the cylinder portion ic in a front view.
  • the camshaft 5, and the lubricating oil pump drive shaft 10 are arranged.
  • the cooling water pump drive shaft 20 also overlaps with the lubricating oil pump drive shaft 10 on the same axis. Accordingly, the fuel injection pump 17 driven by the camshaft 5, the lubricating oil pump 12 driven by the lubricating oil pump driving shaft 10 (the governor driving shaft), the governor mechanism G, and the cooling water
  • the cooling water pump 22 driven by the pump drive shaft 20 is also provided near these rotating shaft groups.
  • the output gear 23a of the star motor 23 is coupled to a star gear 40a fixedly mounted on the outer circumferential surface of the flywheel 40 to form a star gear.
  • the flywheel 40 is rotated to start the crank # 3.
  • FIGS. 1 to 4 and in FIGS. 5 to 9 FIGS. 14 to 19 described later.
  • the starter bracket 2h is erected integrally in a vertical plane from the side cover 2 as shown in FIGS. 9
  • a star bracket 39 separate from the crankcase 1 is erected, and the star bracket 39 is connected to the star bracket 23, respectively.
  • C2 23b is mounted substantially horizontally.
  • an oil pan portion lb ⁇ 2b for storing lubricating oil is formed at the bottom of the crankcase 1 and the side cover 2 in the crank chamber portion 1a ⁇ 2a.
  • lubricating oil inlets 2c and 2d are formed on the side surface of the oil pan portion 2b, which is the inner surface of the oil pan portion 2b.
  • the lubricating oil inlet 2c When viewed from the front, the lubricating oil inlet 2c is located approximately at the center of the left and right sides of the oil pans 1b and 2b, and the lubricating oil inlet 1d is a rotating shaft group such as the balancer shaft 4 It is located at the position opposite to the left and right. Further, the lubricating oil inlet 2c is opened at a position slightly lower than the lubricating oil inlet 2d. As shown in Fig. 7, the lubricating oil inlets 2c and 2d have a long, horizontal projection protruding from the lubricating oil inlets 2c and 2d, with the front of the crankcase 1 (the side of the opposite lid 2) facing downward.
  • the oil level of the lubricating oil stored in the bottom of the crank chambers 1a and 2a is as shown by L5, and the lubricating oil inlets 2c and 2d are at the oil level L Since the height of the suction pipe becomes higher than 5, the suction pipe 34 can be made to penetrate into the stored lubricating oil by lengthening the suction pipe 34, thereby enabling the lubricating oil to be sucked.
  • the lubricating oil absorbing member may be provided on the other side 2, that is, on the inner surface of the crank chamber 1 a (the oil van 1 b).
  • the suction pipe 6 is connected to the suction pipe provided in the woolban section 1b.
  • the lubricating oil can be sucked by protruding.
  • the lubricating oil intake ports 2c and 2d are arranged side by side, if the engine is installed so that the bottom of the crankcase 1 is horizontal, the lubricating oil in the oil pan section 1b. As shown in Fig.
  • the oil level is L1 when it is large and L2 when it is small, but although the oil level is basically horizontal, it is accompanied by vibrations caused by the rotation of the rotating shaft. Incline.
  • the lubricating oil absorption population 2c is advantageous in that it is located approximately at the center of the oil pan 2b on the left and right sides with respect to the left and right inclination of the oil surface.
  • the lubricating oil intake port is lower than 2 d This is advantageous in that it is at the lowest position of b. Therefore, when the bottom of the crankcase 1 is installed horizontally, the lubricating oil inlet 2c is selected.
  • the oil level of the oil in the oil pan parts 1 b As shown in Fig. 4, it is inclined with respect to the bottom of the crankcase 1.
  • the oil level is L3 and L4
  • the lubricating oil inlet 1d is located approximately at the center on the left and right of the oil reservoir, and the vertical position
  • the lubricating oil suction port 2d is selected in consideration of the oil surface inclination characteristics.
  • a balancer shaft 4 and a lubricating oil pump drive shaft (also serving as a governor drive shaft) 10 are provided on the left side below the axis of the crankshaft 3. Since the right side is a space, in order to prevent gears attached to the lubricating oil pump drive shaft 10 from entering into the stored lubricating oil, the cylinder 1c must be The lubricating oil should be stored in the right side below the crankshaft 3 so that the oil level is L3 or L4. However, there may be cases where it is desired to arrange the cylinder portion 1c close to the horizontal position.
  • the lubricating oil is stored in the left portion below the crankshaft 3, so the left lubricating oil inlet 2c Then, in order to avoid interference between the gear of the lubricating oil pump ⁇ 10 and the like and the retained lubricating oil at this time, as shown in FIG. 7, the side lid 2 or the crankcase is used. 1 It is conceivable that the lubricating oil surface is inclined like L5 ⁇ L6 with the front facing downward.
  • the configuration of the lubricating oil passage R (R1 to R6) formed in the thick portion of the side cover 2 will be described with reference to FIGS. 8 to 11 and the like.
  • the following description is based on the assumption that the bottom of the engine is installed on a horizontal plane (that is, the lubricating oil level in the crank chambers 1a and 2a is L1 to L2).
  • the lubricating oil suction ports 2c and 2d communicate with a lubricating oil guideway 2e formed horizontally in the side lid 2 along the rear end surface of the side lid 2.
  • a primary lubricating oil filter 35 is loaded from the outer opening of the lubricating oil introduction passage 2e, and a cap 35a integral with the primary lubricating oil filter 35 is loaded. Close with. This opening is for drain
  • the primary lubricating oil filter 35 can be attached and detached, and the lubricating oil stored in the crankcase 1a and 2a can be supplied from the lubricating oil inlets 2c and 2d via the lubricating oil introduction passage 2e. Drained.
  • a pump suction passage R1 is formed substantially vertically above the primary lubricating oil filter 35, and as described above, the pump suction path R1 is formed in the thick part of the side cover 2 in the front-rear direction.
  • the lubricating oil pump 12 is connected to the suction port 12 a of the lubricating oil pump 12, and the main lubricating oil passage R 2 is located almost vertically above the discharge port 12 b of the lubricating oil pump 12. Are drilled.
  • the lubricating oil filter 16 is directed to the left side of the side cover 2, as described above, in particular, to supply the lubricating oil that has been highly filtered to the crank 3.
  • the main lubricating oil passage R2 branches a filter oil suction oil passage R3 to a suction portion of a lubricating oil filter 16.
  • a crankshaft circulating oil passage R4 is formed substantially in the left-right direction from the discharge port 16a of the lubricating oil filter 16. As described above, the crankshaft lubricating oil passage R4 is provided with the fuel feed pump 18 and the fuel injection pump 1 arranged at the same height as the lubricating oil filter 16 and disposed on the left side surface of the crankcase 1. Since the holes are substantially parallel to the through holes 1e and the internal fitting holes 1f and are formed at the same height, the processing is easy.
  • a leaf valve 36 is provided to adjust the discharge oil pressure from the lubricating oil pump 12.
  • lubricating oil holes 3c, 3d, 3e, etc. are drilled by holes, and the crankshaft lubricating oil passage R4 is connected to the crankshaft 3 in the side cover 2.
  • the rear crank journal 3a or 3b is communicated with the lubricating oil hole 3c through a crank bearing 2f that supports the journal 3a or 3b, and through the lubricating oil hole 3c, 3d, 3e, etc.
  • the lubricating oil flows through the crankshaft 3, and the inside of the thick part of the crankcase 1 from the crank receiving part Id supporting the front crank journal 3 b or 3 a formed on the front part of the crankcase 1. It communicates with the lubricating oil passage formed in the hole.
  • a hydraulic switch 37 is provided in the middle of the crankshaft lubricating oil passage R4, and the lubricating oil pressure to the crankshaft 3 is adjusted by an electric operation.
  • camshaft lubricating oil passage R5 branches to the opposite side of the suction oil passage R3.
  • a terminal portion is disposed near the cam bearing portion 2g in the side cover 2, and near the terminal portion, the crank chamber 2a and the cam lubricating oil passage R5 are connected.
  • a small-diameter relief hole R6 is provided for communication.
  • a rear surface of the cam gear 9 fixed on the cam shaft 5 is close to an inner end thereof, and a part of the cam gear 9 side is cut away, so that the rear surface of the cam gear 9 and There is some gap C between them.
  • the opening of the escape hole R6 to the crank chamber 2a is located immediately above the gap C, and the lubricating oil dripping from the escape hole R6 passes through the gap C to form the camshaft 5a. Stick on top.
  • lubricating oil is applied to the surface of the camshaft 5, and the lubricating oil also penetrates between the cam bearing 2g and the end of the cam 5 so that the cam bearing 5 receives the lubricating oil.
  • the lubrication of the rotary sliding portion in the portion 2 g facilitates the rotary drive of the camshaft 5 and improves its durability.
  • the lubricating oil is dripped from the relief hole R6 in this way, thereby avoiding an increase in the oil pressure in the camshaft lubricating oil passage R5 and, in combination with the relief valve 36, the main lubrication.
  • the oil pressure in oil passage R2 is being adjusted.
  • the main lubricating oil passage R2 passes through a branch point to the filter suction passage R3 and the camshaft lubricating oil passage R5, and is formed substantially vertically upward. From the part, toward the fitting hole of the head socket 38 for fastening the cylinder part 1 c of the crankcase 1 and the cylinder head 26, a conical hole R 7 is formed in the cylinder part 1 c. In addition, in the cylinder head 26, a valve arm lubricating oil passage R 8, etc. is formed from the fitting hole of the head bolt 38 to the valve arm 29. Has been drilled.
  • the engine according to this embodiment has a front sectional view and a rear sectional view that are the same as those of the inclined single cylinder engine of the previous embodiment according to FIGS. 5 to 9, and therefore FIGS.
  • the front and rear cross-sectional views of the example engine are adopted, and FIG. 12 is a view taken along the line IV-IV in FIG.
  • the shapes of the members such as the crankshaft 3, the flywheel 40 and the side cover 2 shown in Fig. 12 or the bearing structure of the crankshaft 3 are different from those of the previous embodiment, but are substantially the same. It will be explained as follows. In this embodiment, as in the previous embodiment shown in FIGS.
  • a flywheel 40 is arranged on the front side of the crankcase 1 and a first crank journal 3a on the flywheel side is arranged. It is the front end of crank chain 3.
  • the flywheel 40 can be used as it is as the engine output unit, and the input end of the work machine can be connected to the flywheel 40 or the first crank journal 3a at the center of the flywheel 40.
  • the second crank journal 3 b of the crankshaft 3 is supported in a closed manner in the side cover 2, as shown in FIG. 3 and FIG. It may be extended and protruded outward (rearward) from the side cover 2 to serve as an output shaft.
  • the working machine input by the first crank journal 3a (flywheel 40) and the working machine input by the second crank journal 3b are relatively in the same direction.
  • the flywheel 40 the input shaft of one working machine is directly connected, and from the end of the output shaft of the second crank journal 3b, to the other working machine, the reversing part is connected by a pulley, gear, chain, or the like. To be transmitted to the input shaft of the work machine through the reversing section.
  • the balancer shaft 4 pivotally supported by the side lid 2 is further protruded from the shaft end to form a balancer output extraction portion 4b.
  • the balancer shaft 4 is rotated at the same rotational speed in the direction opposite to that of the crankshaft 3 (in this regard, the number of teeth of the crank gear 6 and the number of teeth of the first balancer gear 7 combined with each other are the same. ).
  • the balancer output take-out part 4 b rotates at the same speed in the opposite direction to the flywheel-side journal part 3 a of the crank shaft 3, but when viewed from the opposite side, It rotates at the same speed in the same direction, and the input end of the work machine connected to the balancer output take-out part 4b and the input end of the work machine connected to the flywheel 40 or the crankshaft front end 3a Are relatively rotated at the same rotational speed in the same direction. Therefore, depending on the conditions such as the installation position of the engine, even if the work equipment is mounted either in front of or behind the engine, it is necessary to change the input or output transmission structure etc.
  • the two work machines can be directly connected to a single engine and driven by the same speed input.
  • the engine of the present embodiment If it is desired to configure the engine of the present embodiment so as to take out the output only from the end on the side where the flywheel 40 is provided, work is performed on the flywheel 40 or the first crank journal 3a of the crank # 3. While the structure is such that the input end of the machine can be connected, the balancer shaft 4 is not provided with the balancer output take-out portion 4b (ie, is not protruded outward), and the rear end of the balancer shaft 4 is inserted into the side cover 2. What is necessary is just to change it to the structure which supported pivotally.
  • the flywheel 4 is formed while projecting the balancer shaft 4 to form the balancer output take-out portion 4 b.
  • the first crank journal 3a of the crankshaft 3 may have a structure that does not connect the input end of the working machine.
  • the same engine can be changed to both specifications using the same parts.
  • FIG. 13 shows an embodiment in which the side lid and the flywheel housing are integrated when the flywheel is disposed on the side lid side. Also in this embodiment, the front sectional view and the rear sectional view are the same as those of the inclined single-cylinder engine of the embodiment before and after FIG. 5 to FIG. 9, so that FIGS. 5 and 6 show the engine of this embodiment.
  • Fig. 13 is a composite view of the cross-sectional view taken along the line I! And H'-I 'of Fig. 13. .
  • the same reference numerals as those in the embodiments up to this point are substantially the same even though there are differences in shape and the like.
  • the engine of this embodiment uses a side lid 2 ′ integrally formed with a flywheel housing 2 ′ c instead of the side lid 2 to close the rear end opening of the crankcase 1.
  • 2 ′ a is a crank chamber portion of the side cover 2 ′ corresponding to the crank chamber portion 2a of the side cover 2.
  • a substantially cylindrical flywheel housing portion 2'c Is formed, the fly A flywheel 31 fixed to the outer end (rear end) of the first crank journal 3a projecting rearward from the crank bearing portion 2'b is arranged in the wheel housing portion 2'c.
  • a mounting surface 2'd is formed on the outer end surface of the flywheel housing 2'c. By connecting the mounting surface 2'd to a working machine, the rotation of the crank shaft 3 is transmitted to the working machine. ing.
  • the second crank journal 3b which is pivotally supported on the front wall of the crankcase 1, protrudes outward (forward) so that it can be used as an output shaft.
  • the flywheel housing part 2 ′ c applied to connect the working machine to the engine output shaft (the first crank journal 3 a) is formed integrally with the side cover 2 ′, so that the flywheel housing
  • the flywheel housing is bolted to the crankcase 1 and the pins and pins for positioning are compared to the case where the flywheel housing is formed separately from the side lid and attached to the crankcase 1. Since no drawing is required, the number of parts can be reduced, and the cost can be reduced.
  • the presence or absence of a flywheel housing ⁇ When a plurality of flywheel housings with different specifications such as different shapes of the flywheel housing are configured, compared to the case where the flywheel housing is formed integrally with the crankcase 40, the shape can be made simple and small, and the forming method can be made in a die-cast manner.
  • the water-cooled inclined single-cylinder engine body according to the present invention is simply referred to as an engine, and the engine will be described with reference to FIGS. 1 to 9 and FIG. 14 to FIG.
  • peripheral members such as fuel tank, cooling fan, fan case, Laje night, Laje night cover, exhaust muffler, air cleaner, and leg materials.
  • the engine unit is referred to as an engine unit.
  • the engine of the present embodiment can be installed in a state where the crankshaft is arranged horizontally or vertically. It is assumed that the axes are arranged horizontally.
  • the flywheel 40 is disposed in front of the front wall of the crankcase 1 (that is, the engine of the embodiment shown in FIGS. 5 to 9 is used).
  • the cooling fan 41 is attached to the flywheel 40 as described in the above embodiment, and the cooling fan 41 rotates with the rotation of the flywheel 40.
  • FIGS. 14 to 19 The structure of arranging the peripheral members such as the fuel tank and the like in the construction of the engine will be described with reference to FIGS. 14 to 19.
  • the installation of the engine will be described.
  • a horizontal mounting plate 42 is fastened between the lower end of the crankcase 1 and each leg plate 43, and the crankcase is passed through the mounting plates 42, 42. Tighten the bottom of 1 to the installation surface and install this engine.
  • a drain bolt 45 is screwed in a substantially horizontal direction near the bottom of the right side surface of the crankcase 1, and by removing the drain bolt 45, the inside of the crankcase 1 'side cover 2 is removed. Force to remove the lubricating oil from the crank chamber ⁇ Insert a wrench into the right leg plate 43 facing the drain bolt 45 so that the drain bolt 45 can be attached and detached.
  • Attach and arrange fuel tank 47 For the engine installed in this way, on the right side of the crankcase 1 (front view, that is, when viewed in the crankshaft direction, on the anti-cylinder side), Attach and arrange fuel tank 47.
  • the mounting structure will be described.
  • a pair of stay mounting portions 1 i having bolt holes formed vertically from the vicinity of the upper end of the right side surface of the crankcase 1 are formed so as to protrude upward.
  • the right stay 46 erected on the right side of the crank case 1 in this way has an upper end bent to approximately 90 ° to the right in a front view to form an engaging portion 46 b.
  • the engagement portion 46 b has a shape conforming to the shape of the upper end of the fuel tank 47, and is engaged along the upper end of the fuel tank 47. There is a gap between the inner surface of the engagement portion 46 b and the upper end surface of the fuel tank 47 disposed therein, and the gap is loosely engaged.
  • an elastic (for example, rubber or sponge) vibration isolating pad 50 shown in FIG. 5 is interposed to allow the vibration of the fuel tank 47 in the engaging portion 46 b (actually, The engaging portion 46b is allowed to vibrate with respect to the upper portion of the fuel tank 47).
  • the two vibration damping members 51 and 51 are made of a material, while the fuel tank 47 has a mounting plate 47 a at the portion along the right side of the crankcase 1.
  • the mounting plate portion 47a is attached to the leg plate member 43 via the vibration isolating members 51 and 51.
  • the upper two bolts 4 7 g and 4 7 g are formed so as not to interfere with the inner surface of the fuel tank 47.
  • the lower two bolts are formed with holes 47b447b in the mounting plate 47a to avoid interference with the lower two bolts 4444.
  • the fuel tank 47 has its upper part supported by the right stay 46 and its lower part supported by the right leg plate 43.
  • the fuel tank 47 has a vertically long fuel tank 4 with a simple configuration. Since the top and bottom of 7 are supported, reliable support is possible without providing a strong stay. And, by being supported by vibration isolation, the vibration of the engine (that is, the crankcase 1) does not directly propagate to the fuel tank 47, and the fuel in the fuel tank 47 undulates due to the vibration. Can be suppressed.
  • the right stay 46 is also used to support the Raje night cover 52 (Laje night holder 54) and the Raje night cover 61, which contributes to a reduction in the number of parts.
  • the inner surface of the fuel tank 47 thus arranged is formed along the right side of the crankcase 1 so as to be along the right side of the crankcase 1. As described above, by bringing the inner surface of the fuel tank 47 directly close to the side surface of the crankcase 1, the fuel filled in the fuel tank 47 reduces the cooling effect of the crankcase 1. It is.
  • the shape of the inner surface of the fuel tank 47 fitted to the right side surface of the crankcase 1 in this manner is such that the fuel tank is formed in a concave space formed above and below the right side surface of the crankcase 1. 4 7 overhangs, leading to an increase in capacity. Also, since the fuel tank 47 is vertically elongated and the fuel is also filled vertically, even if the oil level is relatively inclined by disposing the engine in an inclined manner, The oil level becomes lower than the fuel inlet leading to the feed pump 18 when sufficient fuel is consumed and the remaining amount is actually small, and waste can be eliminated.
  • the fuel tank 47 covers the entire right side surface of the crankcase 1 and the side cover 2, a soundproof effect can be obtained.
  • the balancer shaft 4 and the cam shaft 5 are disposed below the cylinder portion 1c on the left side (on the side where the fuel tank 47 is disposed). Because there is no rotating shaft on the right side of the crankshaft 3, the right part of the crankcase 1 becomes compact, and the capacity of the fuel tank 47 that covers the right part can be increased accordingly. It is.
  • the fan case 60 is mounted vertically on the side where the flywheel 40 and the cooling fan 41 are provided (in this embodiment, the front side of the crankcase 1).
  • the fan case 60 has a front plate portion 60a that vertically covers the front surfaces of the flywheel 40 and the cooling fan 41, and the front fan portion 60a has a cooling fan 41
  • An air intake window 60b is opened at a location facing the inner peripheral portion.
  • the force forming the side plate portion 60c from the left side portion (the side closer to the cylinder portion 1c) to the lower end portion of the flywheel 40 is arranged on the right side, that is, the fuel tank 47 is provided.
  • the side is notched, and the left side portion 47 c of the fuel tank 47 extends along the opening formed by the notch.
  • the right end portion of the front plate portion 60a of the fan case 60 overlaps (front) a portion near the left side surface portion 47c of the front surface of the fuel tank 4.
  • the front of the crankcase 1 is covered around the cooling fan 41, the right side is covered with the fuel tank 47, the lower side to the left side, and the front side is covered with the fan case 60.
  • a volute guide for guiding the cooling air blown out of the cooling fan 41 is formed.
  • the cooling air is guided clockwise as viewed from the front, is directed upward from the left side surface of the cooling fan 41, and is introduced into the Laje night 52 described below.
  • a separate volume guide is provided along the right side surface of the fan case 60, or a side portion is formed integrally with the fan case 60 to form a volute.
  • a guide it is necessary to provide a gap between the left side 47 c of the fuel tank 47 adjacent to the right side and the volume guide on the right side.
  • the fuel tank 47 In order to secure the capacity of the fuel tank, the fuel tank 47 must be moved to the right outside, which hinders compaction.
  • the capacity in the fuel tank 47 will be reduced by the gap.
  • the right side of the fan case 60 is opened, and the left side 47 c of the fuel tank 47 is used as it is as a volute guide. With no further intervention, the fuel tank 47 can secure both compactness and large capacity.
  • the cooling air is guided to the lower part of the front of the crankcase 1. This directly cools the front of the crankcase 1 and cools the fuel tank 47 by blowing the cooling air to the left side part 47c of the fuel tank 47. Since the right side of the crankcase 1 is close to the fuel tank 47, the crankcase 1 is cooled from the right side, and the cooling effect is reduced in the process of cooling air being guided through the volume guide. It can affect almost the entirety of 1.
  • the fan case 60 has a boss portion 60d formed at the upper end of the front plate portion 60a.
  • the front end of the central stay 55 protruding from the starter bracket 39 is provided.
  • the boss portion 60d is fastened with a bolt or the like.
  • Boss portions 60 e ⁇ 60 f ⁇ 60 g are formed on the left and right sides of the fan case 60 on the upper and lower sides, and the boss portion 60 e is provided with the cylinder head 26.
  • a bolt is fastened to the front end of the left side stay 56 protruding from the bolt, and the boss portion 60f is attached to a bolt seat 1j formed on the front surface of the cylinder portion 1c as shown in FIG.
  • the boss portion 60 g is bolted to a bolt seat 1 k formed on the front surface of the crankcase 1 as shown in FIG. Further, at the end of the fuel tank 4, bosses 47d and 47e are formed on the left and right sides of the front end of the left side portion 47c so as to protrude leftward, and the bosses 47d and 47e are formed. Is fastened to the front plate portion 60a of the fan case 60 to be superimposed with a bolt or the like. Thus, the fan case 60 and the left side surface portion 47c of the fuel tank 47 are attached and fixed.
  • the fuel nozzle 47 is applied to the front side of the cylinder hook 1 (ie, the boss portion 60 f) via the left side portion 47 c force ⁇ and the boss portion 47 d ⁇ 47 e. ⁇ It is attached to the front plate portion 60a of the fan case 60 connected to (through 60 g), so it seems at first glance that it contradicts the anti-vibration support for the leg plate material 43.
  • the vibration damping member 51 supporting the fuel tank 47 on the leg plate 43 to absorb vibration in the radial direction (radial direction) generated by the rotation of the crank shaft 3. When the engine rotates, almost no vibration occurs in the crankshaft direction (thrust direction). Therefore, even if the fuel tank 47 is mounted in this way, a large amount of fuel is generated in the fuel tank 47 as the engine rotates. Vibration does not propagate.
  • the Raje night 52 is held by the radiator night holder 54, and is substantially horizontal above the above-mentioned starter night 13 and the star night solenoid 23b. In order to avoid interference with the Star Evening 23 and the Starter Solenoid 23b, they are arranged slightly inclined upward.
  • the stays 54a, 54b and 54c protrude from the front center, left end and right end, respectively.
  • the center stay 55, the left stay 56, and the right stay 46 are supported by a vibration isolator 58.
  • a space S formed between the upper end portion of the crankcase 1 (and the side cover 2) and the upper portion of the inclined cylinder portion 1c is located below the Rajesh 52 supported in this manner.
  • this space it is possible to store all of the space between the evening and the evening 23 and the star and the sonoid 23 b (hereinafter referred to as the “starting and evening 23” etc.). Even if the space 23 is arranged in this manner, the space S is widened upward, so that a sufficient space can be secured above the starter motor 23 and the like. It is possible to install a large capacity Rajje 52 in confrontation with, and obtain a sufficient cooling effect.
  • the upper and four sides of the Rajeshta 52 are covered with a Rajetakaba 61 to prevent noise from the Rajeshta 52 from leaking outside.
  • the space S is formed in the cover of Laje night. That is, the cooling air flowing through the space S is covered by the cooling air flowing through the space S 6. It is surrounded by 6 1 and does not leak to the outside, so it is guided to Laje night 52 with the capacity at the time of removal from the intake window 60 b of the fan case 60, The amount of heat exchange per day can be increased to improve the cooling effect.
  • the front surface of the Rajer overnight cover-61 is almost vertical, and the lower end hem is overlapped with the front plate 60 a of the fan case 60 and the upper end of the front of the fuel tank 47.
  • the left side covers the upper end of the left side 60 c of the fan case 60 and the upper part of the cylinder 1 c, and the lower end of the right side is the upper end of the right side of the fuel tank 47. Polymerized.
  • the upper end of the front right corner of the lid cover 6 i is lowered by one step to form a refueling step 6 1 b into which a refueling port projecting above the fuel tank 47 is inserted.
  • the lubrication port 48 protruding from the lubrication step 61b is provided with a lubrication cap 48.
  • the Rage overnight cap 53 is also provided with the Rage night cover 61. It protrudes from the upper end.
  • the fuel supply port to the fuel tank 47 and the lager liquid injection port to the lager tank 52 are located above the lager cover 61, so that the respective replenishment operations can be easily performed.
  • the fuel tank 47 has a long fuel filler port, it is possible to reduce fuel leakage from the fuel filler cap 48 even when the fuel tank 47 is installed at an angle.
  • the upper end of the fuel tank 47 disposed on the right side of the crankcase 1 can be raised by the amount that the filler port protrudes upward, and a large capacity can be secured.
  • the radiator holder 52 integral with the radiator holder 54 is positioned above the crankcase 1, which is the engine body, at a portion of the stay 54a.54b'54c.
  • the vibration of the engine is not directly transmitted because the vibration is supported via the vibration isolating member 58.
  • the Rajta cover 6 1 stays in place Since it is directly attached via the part 5 4d ⁇ 54 e, it also has an anti-vibration effect on the radiator cover 61 and emits vibration noise to the outside from the radiator cover 61. Is reduced.
  • the cooling air that rises from inside the volume guide formed by the fan case 60 and a part of the fuel tank 47 and is introduced into the cover 61 of the Rajje is cooled by the fan case 60.
  • the heat is introduced from the lower side in the night 52 and heat is exchanged.
  • the exhaust air from the upper part of the Laje night 52 does not escape to other parts in the Laje night cover 52 by the sealing member 59. Therefore, it does not mix with the cooling air before leading to Laje night 52, and is reliably exhausted from the upper exhaust port 61a.
  • the fuel tank 47 is arranged vertically on the right side of the crankcase 1 and the side cover 2, so that the capacity of the fuel tank 47 is reduced. It is not necessary to provide an installation space above the Rajesh 52, while securing it.Therefore, the upper part of the crankcase 1 is connected to the Rajesh 52 and the like via the starter motor 23 and the like. Only the cover of the Rajeshka cover 61 will be provided, contributing to the compactness of the vertical height, and the fuel tank 47 will not be affected by the exhaust air from the Rajeta.
  • the inclined single-cylinder engine according to the present invention is suitable for use as a compact engine for driving a working machine such as a generator, a pump, and a compressor, and as a driving engine for a small vehicle. .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

Dans cette invention, un carter (1) à un côté ouvert comporte un seul bloc-cylindres incliné (1c) fermé par un couvercle latéral (2). Un vilebrequin (3) est placé horizontalement à l'intérieure des unités d'espace (1a, 2a) du carter (1) et du couvercle latéral (2). On a placé en dessous de la ligne d'axe A du bloc-cylindres (1c), un volant de vilebrequin (4) parallèle au vilebrequin (3), un arbre à cames (5), un arbre d'entraînement (10) de la pompe à huile de graissage (servant d'arbre d'entraînement du régulateur), et un arbre d'entraînement (20) de la pompe à eau de refroidissement, les deux arbres (10, 20) se trouvant sur le même axe. Le vilebrequin (3) est pourvu sur une partie latérale d'une roue d'engrenage (6). Une première roue d'engrenage (7) du volant, en dehors de la première roue d'engrenage (7) du volant et d'une seconde roue d'engrenage (8) du volant maintenus en association avec le volant du vilebrequin (4), s'engrène avec une roue d'engrenage (6), une deuxième roue d'engrenage (8) du volant s'engrenant avec un pignon-came (9) sur l'arbre à cames (5). Le pignon-came (9) s'engrène avec l'arbre d'entraînement (20) de la pompe à eau de refroidissement, une troisième roue d'engrenage (19) du volant située sur la partie opposée aux première et deuxième roues d'engrenage (7, 8) du volant sur le volant du vilebrequin (4) s'engrenant avec l'arbre d'entraînement (10) de la pompe à huile de graissage.
PCT/JP1999/001595 1998-04-16 1999-03-26 Moteur monocylindrique incline WO1999054608A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP99910748A EP1072770A1 (fr) 1998-04-16 1999-03-26 Moteur monocylindrique incline

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
JP10/106321 1998-04-16
JP10632198A JP4025417B2 (ja) 1998-04-16 1998-04-16 傾斜単気筒エンジン
JP10/123378 1998-05-06
JP12337898A JPH11324626A (ja) 1998-05-06 1998-05-06 エンジンの潤滑油路構造
JP10/139546 1998-05-21
JP13908698A JPH11324704A (ja) 1998-05-21 1998-05-21 単気筒エンジン
JP13954698A JP3954726B2 (ja) 1998-05-21 1998-05-21 傾斜単気筒水冷式内燃機関
JP10/139086 1998-05-21

Publications (1)

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WO1999054608A1 true WO1999054608A1 (fr) 1999-10-28

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CN (1) CN1303466A (fr)
WO (1) WO1999054608A1 (fr)

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Publication number Priority date Publication date Assignee Title
JP3943340B2 (ja) 2001-02-16 2007-07-11 富士重工業株式会社 エンジン用ベアリングケース
DE60311419T2 (de) 2003-03-31 2007-10-18 Kubota Corp. Schräg eingestellte Brennkraftmaschine
CN100540865C (zh) * 2007-06-29 2009-09-16 无锡开普动力有限公司 一种风冷柴油机
CN109209552B (zh) * 2017-07-07 2022-09-20 Tvs电机股份有限公司 用于内燃发动机的曲轴

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS572209U (fr) 1980-06-04 1982-01-07
JPS59201923A (ja) * 1983-04-30 1984-11-15 Yamaha Motor Co Ltd 自動二輪車用４サイクル内燃機関
JPS6026348U (ja) * 1983-07-29 1985-02-22 川崎重工業株式会社 片持式のクランク機構を有する内燃機関
JPS60179383A (ja) * 1984-02-27 1985-09-13 ヤマハ発動機株式会社 ユニツトスイング式車輌のエンジン
JPH02163409A (ja) * 1988-12-16 1990-06-22 Kubota Ltd エンジンの作業機の強制送風式冷却装置
JPH02212641A (ja) * 1989-02-14 1990-08-23 Honda Motor Co Ltd 内燃機関のバランサ軸駆動装置
JPH0484731U (fr) * 1990-11-29 1992-07-23
JPH0545876U (ja) 1991-11-15 1993-06-18 株式会社高岳製作所 固定電極

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS572209U (fr) 1980-06-04 1982-01-07
JPS59201923A (ja) * 1983-04-30 1984-11-15 Yamaha Motor Co Ltd 自動二輪車用４サイクル内燃機関
JPS6026348U (ja) * 1983-07-29 1985-02-22 川崎重工業株式会社 片持式のクランク機構を有する内燃機関
JPS60179383A (ja) * 1984-02-27 1985-09-13 ヤマハ発動機株式会社 ユニツトスイング式車輌のエンジン
JPH02163409A (ja) * 1988-12-16 1990-06-22 Kubota Ltd エンジンの作業機の強制送風式冷却装置
JPH02212641A (ja) * 1989-02-14 1990-08-23 Honda Motor Co Ltd 内燃機関のバランサ軸駆動装置
JPH0484731U (fr) * 1990-11-29 1992-07-23
JPH0545876U (ja) 1991-11-15 1993-06-18 株式会社高岳製作所 固定電極

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EP1072770A1 (fr) 2001-01-31

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