JPH062524A - Oil storing device outside crank chamber of lubricating device for engine - Google Patents

Abstract

(57) [Summary] [Constitution] The crank chamber oil receiving chamber (52) is located below the crank chamber (51), and the crank chamber oil receiving chamber (58) is located outside.
Are provided respectively and communicate with each other via the inter-room communication part (61). A gas separation chamber (66) is provided between the inter-chamber communication portion (61) and the crank chamber outside oil storage chamber (58). A separation gas outlet (68) is provided in the gas separation chamber (66), and an oil hole (67) is opened below the separation gas outlet (68) to form a gas separation chamber (66) and an oil storage chamber outside the crank chamber. Communicate with (58). [Effect] The oil that is in long contact with the blow-by gas in the gas separation chamber stays in the gas separation chamber during engine operation,
Do not pollute the oil inside the crankcase oil storage chamber. Further, since the amount of oil that remains in the gas separation chamber is small, even if the oil returns to the crank chamber when the engine is stopped, the proportion of the entire oil that is contaminated is small. As a result, the life of the oil can be extended.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an outside-crank-room oil accommodating device for transferring oil in a lower part of a crank chamber to an oil accommodating chamber outside the crank chamber in an engine lubricating device.

[0002]

2. Description of the Related Art As an oil accommodating device for a crankcase outside of a lubricating device for an engine of this type, there is one having the following basic structure as shown in FIG. 14, for example. That is, the crank chamber oil receiving chamber is located below the crank chamber (51) of the engine (E).
(52) is provided with an oil storage chamber (58) outside the crank chamber, and the oil receiving chamber (52) inside the crank chamber and the oil storage chamber (58) outside the crank chamber are communicated via the inter-chamber communication portion (61). I am allowed.

Further, the engine (E) is provided with an inter-room oil transfer means (P), and by operating the inter-room oil transfer means (P), the oil in the crank chamber oil receiving chamber (52) is removed. From the communication part (61) between the chambers to the oil chamber outside the crank chamber
The oil level (L2) in the oil chamber (58) outside the crank chamber is configured to be held higher than the oil level (L1) in the oil receiving chamber (52) in the crank chamber by transferring to the (58). .

Conventionally, the oil chamber (58) outside the crank chamber in the above-mentioned basic structure is constructed as follows. The cylinder block (11) has an opening in the side wall of the crankcase (7) opposite to the cylinder part (21), and a baffle plate is provided in this opening.
An oil tank (117) for the storage chamber is attached with the (116) interposed therebetween.

In the oil tank (117) partitioned by the baffle plate (116), a partition wall (118) is erected along the baffle plate (116) from a lower portion to a predetermined height. A passage (119) is formed on the baffle plate (116) side of the partition wall (118), and the crank chamber outside oil storage chamber (58) is formed on the opposite side. At the lower part of the baffle plate (116), the inter-chamber communication part (61)
Is opened, and a check valve is provided on the outlet side of this inter-chamber communication hole (61).
(114) is attached. Oil receiving chamber in the crank chamber
The (52) communicates with the oil chamber (58) outside the crank chamber via the inter-chamber communication portion (61) and the passage (119) in this order.

The check valve (114) opens with a positive pressure component (112) and closes with a negative pressure component (113) of the pulsating pressure (111) generated in the crank chamber (51). As a result, the oil in the crank chamber oil receiving chamber (52) is pressure-fed to the passage (119) by the positive pressure component (112) which is the inter-room oil transfer means (P), and is blown into the passage (119) together with the blow-by gas. After being pushed up, the oil is sent to the oil chamber outside the crank chamber (58) over the upper end of the partition plate (118).

[0007]

In the above prior art, the blow-by gas in the crank chamber (51) is mixed with the oil from the inter-chamber communication portion (61) by the positive pressure component (112) of the pulsating pressure and flows out. Even though it does not pass through the oil in the oil chamber (51) outside the crank chamber by ascending in the passage (119), there are the following problems.

That is, the blow-by gas flowing into the passage (119) rises while sufficiently touching the oil in the passage (119), and the oil outside the crank chamber is accommodated from the gas outlet (68) formed at the upper end of the passage (119). It is guided into the upper space of the chamber (58).
On the other hand, the oil that has lubricated each part of the engine is returned to the oil chamber (52) in the crank chamber, and then sent out from the inter-chamber communication part (61) to the passage (119). Then, the oil that easily touches the blow-by gas in the passage (119) for a long time and easily deteriorates flows from the gas outlet (68) over the upper end of the partition wall (118) into the oil chamber (58) outside the crank chamber in order. To do. As a result,
Since the oil in the oil chamber (58) outside the crank chamber is mixed with the oil that is gradually deteriorated and sequentially flows, there is a problem that the entire oil is deteriorated early.

An object of the present invention is to reduce the deterioration of oil due to blow-by gas in the oil storage chamber outside the crank chamber and to extend the life of the oil.

[0010]

In order to achieve the above-mentioned object, the present invention has the above-mentioned basic structure, in which the above-mentioned crankcase oil accommodating device (58) is constructed as follows.

Invention 1 A gas separation chamber (66) is provided between the inter-chamber communication portion (61) and the crank chamber outside oil storage chamber (58), and the inter-chamber communication portion (61) is provided from within the crank chamber (51). ), The blow-by gas (BG) and the oil that flow out through the gas separation chamber (66) are configured to be separable in the gas separation chamber (66), and the separation gas outlet (68) is provided in the gas separation chamber (66). Open the oil hole (67) below 68).
Through the gas separation chamber (66) and the oil chamber outside the crank chamber (5
It communicates with 8).

Invention 2 In addition to Invention 1, the following configuration is added.
Side wall (8) of the crankcase (51) of the engine (E)
A pair of front and rear vertical ribs (63, 63) are projected laterally outwardly, and a gas separation chamber (66) is formed in the inter-rib space between the pair of front and rear vertical ribs (63, 63).

Invention 3 In addition to Invention 1 or Invention 2, the following configuration is added. The oil transfer means (P) between the chambers is connected to the engine (E)
It is configured by utilizing the pressure (Pb) of the blow-by gas (BG) generated in the crank chamber (51) with the operation of.

[0014]

[Action]

Invention 1 The blow-by gas (BG) that has flowed into the gas separation chamber (66) from the inside of the crank chamber (51) is separated from the oil and does not flow into the oil chamber (58) outside the crank chamber, but the crank chamber (51). Outsourced. On the other hand, the oil that sequentially flows into the gas separation chamber (66) is separated from the blow-by gas and is quickly transferred from the oil hole (67) into the oil chamber outside the crank chamber (58). At this time, the oil located above the oil hole (67) in the gas separation chamber (66) stays in the gas separation chamber (66) and stays in the crank chamber oil storage chamber ( 58) It does not flow into the inside.

Invention 2 When the gas separation chamber (66) is formed between a pair of front and rear vertical ribs (63, 63) protruding laterally outward from the case side wall (8), the vertical ribs are formed. Side wall of crankcase due to (63 ・ 63)
(8) is reinforced.

Invention 3 When the inter-chamber oil transfer means (P) is constructed by utilizing the blow-by gas pressure (Pb) generated in the crank chamber (51) with the operation of the engine (E), The oil transfer means (P) operates as follows.

As the engine (E) starts operating, blow-by gas (BG) begins to flow from the combustion chamber into the crank chamber (51), and the blow-by gas pressure (Pb) in the crank chamber increases. Then, during operation of the engine (E), the blow-by gas (BG) continues to flow into the crank chamber (51), so the blow-by gas pressure (Pb) is constantly increased, and the excess blow-by gas (BG) is generated. Only the gas is discharged out of the crank chamber (51). As a result, the blow-by gas pressure in the crank chamber (51)
(Pb) is not decompressed even if the rotation speed or load condition of the engine (E) changes, and is always maintained at a high pressure condition.

[0018]

The present invention has the following effects since it is constructed and operates as described above.

(A) The oil in the oil chamber outside the crank chamber is deteriorated because the blow-by gas does not pass through the inside of the oil chamber and the oil flowing in from the oil hole has not been in contact with the blow-by gas for a long time in the gas separation chamber. Never. On the other hand, the oil that is in long contact with the blow-by gas in the gas separation chamber does not stay in the gas separation chamber and mix with the oil in the oil chamber outside the crank chamber during engine operation, and the oil in the oil chamber outside the crank chamber is contaminated. do not do. In addition, the amount of oil that is in long contact with the blow-by gas in the gas separation chamber is small with respect to the total amount of oil that returns to the crank chamber oil receiving chamber even if it returns to the crank chamber when the engine is stopped. Very little contamination of the entire oil is required. As a result, deterioration of the entire oil due to blow-by gas is reduced, and the life of the oil can be extended.

(B) When the gas separation chamber is formed between a pair of front and rear vertical ribs protruding laterally outward from the lateral wall of the case, the vertical ribs reinforce the lateral wall of the crankcase. You can improve the strength of the crankcase,
The gas separation chamber can be manufactured inexpensively.

(C) Further, when the inter-room oil transfer means is constructed by utilizing the blow-by gas pressure generated in the crank chamber due to the operation of the engine, unlike the prior art, the reciprocating motion of the piston in the crank chamber. Even in a multi-cylinder engine in which pulsation pressure due to is not generated, the present invention can be applied because blow-by gas pressure is generated in the crank chamber, and since the inter-room oil transfer means only uses blow-by gas pressure, it is extremely It can be implemented with a simple structure.

(D) In this case, the blow-by gas pressure in the crank chamber does not decrease even if the engine speed or load changes, and the oil level in the crank chamber oil receiving chamber can be pushed down sufficiently low at all times. . As a result, the oil does not continue to be abnormally splashed by the rotary motion part such as the crank arm, and it is possible to prevent overheating of the oil due to the abnormal splash and prevent the poor lubrication and the oil deterioration.

[0023]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 10 show an oil storage device outside a crank chamber of a lubricating device for a forced water-cooled vertical two-cylinder overhead valve vortex chamber type diesel engine.

[A] Arrangement of Auxiliary Components of Engine FIG. 2 is a perspective view of the entire engine. In FIG. 2, the accessories of the engine (E) are arranged as follows. That is, a radiator is provided on the front side of the engine body (1).
(2) is placed, and the air cleaner is on the left upper half on the left side.
(3), the muffler (4) is arranged on the upper half of the right side, the fuel tank (5) is arranged on the upper side, and the pair of left and right engine stands (6) are arranged on the lower parts of the left and right sides.

The rear half of each engine stand (6) is fixed to the left and right side walls of the crankcase (7) of the engine body (1) respectively, and a radiator is provided on the front part thereof.
(2) is supported.

[B] Basic Structure of Engine Body FIG. 3 is a perspective view of the engine body. 4 is a left side view of the engine body, FIG. 5 is a right side view of the central longitudinal section, FIG. 6 is a vertical front view of the central portion of the front cylinder, and FIG. 7 is a vertical front view of the gear case portion.

3 to 7, the cylinder block (1
The cylinder head (12) and the head cover (13) are fixed in order on the upper side of (1), the oil pan (14) is on the lower side of the cylinder block (11), the gear case (15) is on the front side, and the water pump (16) is on the upper front side. ), A flange type fuel injection pump on the upper front part of the left side
A lubrication pump (19) is fixed to the pump housing (18) of (17) and the outer surface of the lower portion of the front wall.

A piston (22) is fitted in each of the two cylinders (21) so as to be vertically slidable. Each piston (22)
Are connected to the two crank pins (25) of the crank shaft (24) via the connecting rods (23), respectively. The two crank pins (25) are different in phase of rotation from each other by 180 degrees.

The crankshaft (24) passes through the crankcase (7) and the gearcase (15) in the front-rear direction,
The front wall (26), the intermediate wall (27), and the rear wall (28) of (7) are rotatably supported by a tunnel bearing device (29).

This crankshaft (24) has a gear case (15)
Outside the front side wall of the fan drive pulley (34)
The crank gear (36) is fixed inside, and the flywheel (35) is fixed outside the crankcase rear wall (28), respectively. A radiator fan (31) is arranged in front of the water pump (16), and the rotor of the water pump (16) and the radiator fan (3) are arranged.
1) means fan shaft, fan pulley (32), fan belt (3
3) -and the fan drive pulley (34) in this order, and are linked to the crankshaft (24).

In the gear case (15), the crank gear (36)
A valve gear cam gear (38) and a fuel injection cam gear (39) are interlocked with each other via an idle gear (37). A lubricating pump (19) is interlockingly connected to the crank gear (36) via an oil pump gear (41). This Lubrication Pump (19)
Sucks oil from the oil strainer (42) arranged at the lower center of the front, rear, left and right in the oil pan (14) and pumps it to each lubrication part of the engine (1).

[C] Structure of Crank Chamber Oil Storage Device of Lubricating Device FIG. 1 is a schematic perspective view showing flows of oil and blow-by gas from the crank chamber oil receiving chamber to the crank chamber oil receiving chamber. 5 is a right side view of the longitudinal section of the engine body. FIG. 8A is a sectional view taken along the line IA-IA of FIG. 5, FIG. 8B is a sectional view taken along the line IB-IB of FIG. 5, and FIG. It is an exploded perspective view of the IX section of (A).

[C1] Structure of the oil chamber outside the crank chamber As shown in FIGS. 1, 8A and 9, the engine body
At the bottom of the crank chamber (51) of (1), the crankcase (7)
And oil pan (14) across the crank chamber
(52) is provided. Then, in each of the left and right lower half parts of the crank chamber (51), a pair of left and right oil chambers outside the crank chamber
(58) is provided, and each of the crankcase oil storage chambers (5
8) are formed in the mounting portions of the crankcase 7 and the engine stands 6, respectively.

The oil chamber (58) outside the crank chamber connects the inner chamber portion (55) and the outer chamber portion (53) to the oil communication hole (5).
6a) and the ventilation slot (56b) are connected in parallel, and the inner storage chamber part (55) is a recessed wall part in the lower half of each of the left and right side walls (8) of the crankcase (7). It is formed on the outer surface of (8a) and is surrounded by an annular rib (54). This annular rib (5
4) is integrally projected from the peripheral portion of the recessed wall portion (8a).

The outer storage chamber portion (53) is formed in the box-shaped portion (6a) in the latter half of the engine stand (6) and opens toward the crankcase (7). And engine stand
In (6), the box-shaped portion (6a) is fixed to the annular rib (54) with seven bolts (6b) sandwiching the gasket (56).

The gasket (56) is formed in a plate-like shape, and the oil communication hole (56a) is formed in the front and rear two places of the lower part thereof, and the ventilation elongated hole (56b) is formed in the upper part thereof. The outer storage chamber portion (53) and the inner storage chamber portion (55) are partitioned by the gasket (56) and communicate with each other through the oil communication hole (56a) and the ventilation long hole (56b).

[C2] Communication Structure Between Crank Chamber Oil Receiving Chamber and Outer Crank Chamber Oil Receiving Chamber The crank chamber oil receiving chamber (52) is connected to the chamber through the communication passage inlet (62) opened in the vicinity of the center in the front, rear, left and right. Passage (61)
The left and right gas separation chambers (66) and the left and right oil holes (67) communicate with the outer housing chamber portions (53) of the pair of left and right crank chamber oil housing chambers (58).

This inter-chamber communication path (61) is a crankcase.
Transverse ridge (27a) protruding from the lower rear surface of the intermediate wall (27) of (7)
The inside penetrates in a straight line. The communication passage inlet (62) is opened at the center of the inter-chamber communication passage (61) so that it faces the center of the upper layer of the crank chamber oil receiving chamber (52) in the front-rear direction and the left-right direction. is there. At the left and right ends of the inter-chamber communication passage (61), the outlets of the communication passages are opened so as to face the lower portions of the left and right gas separation chambers (66).

Each of the left and right gas separation chambers (66) is formed in each of the inner storage chamber portions (55) so as to face upward at the slightly rear side of the center in the front-rear direction. This gas separation chamber (66)
The front and rear surfaces are partitioned by a pair of front and rear vertical ribs (63), the left and right surfaces are defined by the recessed wall portion (8a) and the gasket (56), and the bottom surface is partitioned by the lower wall portion of the annular rib (54). To be done.

An oil hole (67) is opened in the gasket (56) at the lower part of the lateral outer surface of the gas separation chamber (66). Also,
The upper surface of the gas separation chamber (66) is opened so as to face the upper gas layer space (55a) in the inner storage chamber portion (55).

The pair of vertical ribs (63) partitioning the front and rear surfaces of the gas separation chamber (66) are integrally projected laterally outward from the recessed wall portion (8a) of the crankcase lateral side wall (8). , The annular rib
(54) is integrally formed with the lower wall portion. Above gasket
(56) is a pressing rib (65) projecting integrally from the box-shaped portion (6a) of the engine stand (6) into the outer storage chamber portion (53),
It is pressed against each of the vertical ribs (54).

[C3] Structure of Oil Transfer Means The engine (E) has inter-room oil transfer means (P). This inter-chamber oil transfer means (P) is a blow-by gas (BG) generated in the crank chamber (51) with the operation of the engine (E).
It is constructed by using the pressure (Pb) of.

That is, by the blow-by gas pressure (Pb) into the crank chamber (51), first, the oil receiving chamber (52) in the crank chamber
The oil in the crankcase is transferred from the communication passage inlet (62) at the center of the upper layer of the room through the communication passages (61) between the chambers, each gas separation chamber (66) and each oil hole (67) to the pair of left and right crankcase oil The outer storage chamber portion (55) and the inner storage chamber portion (53) of the storage chamber (58) are made to flow in order and pushed up.

By the inflow of oil into the oil chambers outside the crank chamber (58), the air inside the oil chambers outside the crank chamber (58) is forced to flow through the air extruding passages (74) on the left and right sides to the oil chamber outside the crank chamber (58). ) Push it out. After that, the blow-by gas (BG) accumulated in the crank chamber (51) is configured to be led to the outside of the crank chamber (51) through the left and right breather leading paths (75).

[C4] Structure of Air Extrusion Channel Among the above air extrusion channels (74), in the left air extrusion channel, the left inner storage chamber part (55) is connected to the ventilation slot (56b),
Further, the outer storage chamber portion (53) communicates with the oil separator (76) through the oil separation chamber (70) from the oil return and ventilation long groove hole (72). This oil separator
(76) communicates with the combustion chamber via the breather pipe (77) and the intake passage.

The oil separation chamber (70) is an outer storage chamber portion.
It is provided by being partitioned by the partition wall (71) on the upper front side of (53),
The vent hole (56b) is formed in the gasket (56) so as to face the oil separation chamber (70). Also, slotted holes (72)
Are formed by the gap between the tip edge of the partition wall (71) and the gasket (56). The oil separator (76) is fixed on the upper wall of the oil separation chamber (70).

On the other hand, the right air push-out passage (74) includes the right outer storage chamber portion (53), the right ventilation long hole (56b), the right inner storage chamber portion (55), and the gas communication passage (73). ) ・ Air layer space (55a) in the left side inner chamber part (55) ・ Ventilation long hole (56b) on the left side
・ And through the oil separation chamber (70) in order, the oil separator (7
6) It is made to communicate with.

The right vent hole (56b) is formed in the upper rear part of the right gasket (56). Also, the gas communication passage (73)
Comprises a descending starting end portion (73a), a transverse intermediate portion (73b), and an ascending ending portion (73c) in order.

The transverse intermediate portion (73b) passes through the transverse projection (27b) projecting from the lower front surface of the crankcase intermediate wall (27) in a straight line. The descending start end (73a) and the ascending end (73c) are juxtaposed to the front side of the gas separation chamber in each of the right and left inner storage chamber portions (55). Then, the front and back surfaces are a pair of front and rear vertical ribs (6
4), each of its left and right surfaces is partitioned by the crankcase recessed wall portion (8a) and the gasket (56), and its bottom surface is partitioned by the lower wall portion of the annular rib (54). The upper surface is opened so as to face the air layer space (55a) in the inner storage chamber portion (55).

The pair of front and rear vertical ribs (64) integrally projects laterally outward from the recessed wall portion (8a) and also has an annular rib.
(54) is integrally formed with the lower wall portion. Then, the above-mentioned gasket (56) integrally projects from the box-shaped portion (6a) of the engine stand (6) into the outer storage chamber portion (53), and the pressing rib (65) is provided.
Are pressed against the vertical ribs (54). The vertical ribs (64) on the rear side of the descending start end portion (73a) and the rising end portion (73c), and the holding ribs (65) facing the vertical ribs (64) are provided on the left and right gas separation chambers (66). The front vertical ribs (63) also serve as the pressing ribs (65) facing the vertical ribs (63).

[C5] Structure of Breather Derivation Route Among the above-mentioned breather derivation routes (75), the left side breather derivation route has a lower central part in the crank chamber (51) with an inter-chamber communication passage.
(61) ・ Left side gas separation chamber (66) ・ Left side inner storage chamber part (5
The air layer space (55a), the ventilation long hole (56b), and the oil separation chamber (70) of 5) are connected in this order to the oil separator (76).

On the other hand, in the breather lead-out path (75) on the right side, the lower central part in the crank chamber (51) is defined by the inter-chamber communication passageway (61), the right gas separation chamber (66), and the right inner storage chamber part. Air space (55
a) ・ The descending starting end of the gas communication passage (73a) ・ Transverse intermediate part
(73b) -Ascending terminal (73c) -Left side inner storage chamber part (5
It is configured to communicate with the oil separator (76) through the air layer space (55a), the ventilation long hole (56b), and the oil separation chamber (70) of 5) in this order.

[C6] Structure for Maintaining Pressure in Crank Chamber The head cover (13) communicating with the inside of the crank chamber (51) is provided with a relief valve (43) on its upper wall as shown in FIG. is there. The relief valve (43) is closed when the pressure (Pb) of the blow-by gas (BG) accumulated in the crank chamber (51) is equal to or lower than the set pressure, and maintains the blow-by gas pressure (Pb) high. When the blow-by gas pressure (Pb) tries to rise abnormally due to an abnormality in the breather discharge path (75), this relief valve (48) opens and the excess blow-by gas pressure in the crank chamber (51) is exceeded. Release (Pb). This maintains the internal pressure of the crank chamber (51) in a normal pressure state.

Further, as shown in FIG. 4, the cylinder block (12) of the engine (E) has an oil inlet (7
8) is provided, and the oil detecting rod (80) is inserted into the crank chamber (51) through the oil detecting port (78). In this oil check port (78),
The oil detecting cap (82) fixed to the base end side of the oil detecting rod (80) is openably and closably closed, and the blow-by gas (BG) in the crank chamber (51) is connected to the oil detecting port (78). ) It is sealed so that it does not leak.

Next, a method of storing the oil of the lubricating device in the oil chamber outside the crank chamber using the above device will be described.

[A] State of oil entering the crank chamber When the engine (E) is not operating, both the inside of the crank chamber (51) and the inside of the oil chamber (58) outside the crank chamber are at atmospheric pressure. ing. For this reason, the oil level (L1) of the oil inside the crank chamber oil receiving chamber (52) has risen to the same height as the oil level (L2) of the oil inside the crank chamber outside oil storage chamber (58), It is higher than the specified oil level (L0) and has entered the crank chamber (51).

[B] Transfer by Extrusion of Oil When the engine (E) starts operating, a part of the expansion gas in the combustion chamber leaks from between the sliding surfaces of the piston (22) and the cylinder (22), which is blow-by. Gas (BG) becomes crank chamber (5
As it begins to flow into 1), the internal pressure of the crank chamber (51) rises.

The oil in the crank chamber (51) is pushed downward by this blow-by gas pressure (Pb). Then, this oil flows from the communication passage inlet (62) opened in the vicinity of the center of the crank chamber oil receiving chamber (52) to the inter-chamber communication passage (61), the left and right gas separation chambers (66), and the left and right gas separation chambers. It passes through each oil hole (67) in order and flows into the outer storage chamber portion (53) of each of the left and right crank chamber outer oil storage chambers (58), and further from each oil communication hole (56a) to each inner storage chamber portion (55). Also flows into. As a result, the oil level (L1) of the crank chamber oil receiving chamber (52) is pushed down to the specified oil level (L0), and the oil level (L2) of each crank chamber outside oil storage chamber (58) is pushed up. .

[C] Exhaust of Air The air on the oil level inside the left and right crank chamber external oil storage chambers (58) is increased as the internal oil level (L2) rises, and the air pushing path (74)
Through the oil separator (76). The pushed air is further sucked into the combustion chamber through the breather pipe (77) and the intake passage.

That is, the air in the left inner storage chamber portion (55) is discharged from the ventilation long hole (56b) and also in the outer storage chamber portion (53).
The air inside the oil is separated from the long groove (72) through the oil separation chamber (70).
Through the oil separator (76).

On the other hand, the air in the right outer storage chamber portion (53) is supplied from the right ventilation slot (56b) to the right inner storage chamber portion (5).
5), and together with the air in the inner storage chamber portion (55), the descending starting end portion (73a) / transverse intermediate portion (7a) of the gas communication passage.
3b) -ascending terminal part (73c) -air layer space (55a) in the left inner storage chamber part-ventilation long hole (56b) on the left side-and oil separation chamber (70), and then through the oil separator (76 ).

[D] Derivation of blow-by gas Shortly after the engine (E) starts operating, the oil level (L1) in the crank chamber oil receiving chamber (52) is pushed down to the specified oil level (L0). As a result, the transfer of [B] oil by extrusion and the discharge of [C] air are completed, and the discharge of blow-by gas, which will be described next, begins. Derivation of the blow-by gas is continued until the engine (E) is stopped.

Oil level (L1) of the oil receiving chamber (52) in the crank chamber
When the oil level drops to the specified oil level (L0), the communication path inlet (62) of the inter-chamber communication path (61) opens on this oil level (L1). Crank chamber
The blow-by gas (BG) in (51) flows into the inter-chamber communication passage (61) from this open communication passage inlet (62), splits into the left and right breather outlet passages (75), and then merges the separated oil. vessel
Extruded to (76). Then, it is sucked into the combustion chamber from the oil separator (76) through the breather pipe (77) and the intake passage.

That is, the blow-by gas (BG) that has been diverted to the breather outlet path (75) on the left side is separated from the oil in the gas separation chamber (66) on the left side and rises in the gas separation chamber (66) to separate the separated gas. The air layer space (5) of the inner storage chamber part (55) on the left side of the outlet (68)
Flow into 5a).

On the other hand, the blow-by gas (BG) diverted to the breather outlet path (75) on the right side is separated from the oil in the gas separation chamber (66) on the right side in the same manner as on the left side, and the inner storage chamber portion on the right side.
Air layer space (55a) of (55) and descending starting end of gas communication passage (73)
(73a) -Transverse intermediate part (73b) -Ascending end part (73c) in order, and flows into the air layer space (55a) of the left inner storage chamber part, where the blow-by that was diverted to the left side Gas (B
Join G). Blow-by gas (BG) merged in this way
Flows through the ventilation slot (56b) and the oil separation chamber (70) in order and flows into the oil separator (76).

The oil mist in the blow-by gas (BG) is separated by the oil separation chamber (70) and the oil separator (76), and then passes through the slot (72) from the oil separation chamber (70). It is returned to the left outer storage chamber part (53).

[E] Reverse Flow of Oil into Crank Chamber When the engine (E) stops operating, the inside of the crank chamber (51) gradually returns to atmospheric pressure. Due to this pressure decrease, the oil pushed into the oil chamber (58) outside the crank chamber flows back into the crank chamber (61) through the inter-chamber communication passageway (61). Then, the oil level (L
When 1) rises to the same level as the oil level (L2) in the oil chamber (58) outside the crank chamber, the reverse flow of oil stops. As a result, the state of the oil entering the crank chamber described in [A] above is restored.

Although the water-cooled vertical diesel engine has been described in the above embodiment, the present invention is not limited to the engine provided with the oil chamber outside the crank chamber as long as it is provided outside the crank chamber.
It can be applied to any type of engine, such as gasoline engine or forced air cooling engine.

The inter-room oil transfer means may be constructed by attaching an oil pump, or, for example, FIG.
As shown in FIG. 3, a transfer pressure setting relief valve may be attached to the head cover or the like to increase the blow-by gas pressure in the crank chamber, and the pressure may be increased.

In the above-mentioned embodiment, the side wall of the gas separation chamber is constructed by using the gasket for mounting the engine stand. However, instead of this gasket, only between the ribs of the front and rear vertical ribs as shown in FIG. It may be configured by using a cover plate (84) having a width for partitioning, or the gas separation chamber may be provided in the crankcase.

Further, as shown in FIG. 13, the crank chamber oil receiving chamber is constructed by fixing a bottom plate (83) below the cylinder block (11) instead of the oil pan (14). Good.

On the other hand, the oil chambers outside the crank chamber may be provided on both the left and right sides of the cylinder block as in the above-mentioned embodiment, but may be provided on only one of the sides or at any place. it can.

Further, when the oil storage chambers outside the crank chamber are provided on the left and right sides of the cylinder block, the gas communication passage described in the above embodiment is omitted, and the blow-by gas is led out from the individual oil storage chambers outside the crank chamber to the outside. You may.

In the above-mentioned embodiment, the inter-chamber communication portion is provided on the intermediate wall of the crankcase. However, as shown in FIG. 13, the inter-chamber communication portion is formed by simply opening a communication hole in the side wall of the crankcase. Alternatively, a pipe for a communication part may be provided inside or outside the crank chamber.

[Brief description of drawings]

FIG. 1 is a schematic perspective view showing an oil storage device outside a crank chamber of a lubricating device for an engine according to an embodiment of the present invention, showing flows of oil and blow-by gas from an oil reception chamber outside the crank chamber to an oil storage chamber outside the crank chamber.

FIG. 2 is a perspective view of the entire engine.

FIG. 3 is a perspective view of an engine body.

FIG. 4 is a left side view of the engine body.

FIG. 5 is a right side view of a central longitudinal section of the engine body.

FIG. 6 is a vertical sectional front view of a central portion of a front cylinder of an engine body.

FIG. 7 is a vertical sectional front view of a gear case portion of the engine body.

8 is a vertical sectional front view of a cylinder block portion of the engine, FIG. 8 (A) is a sectional view taken along the line IA-IA of FIG. 5, and FIG. 8 (B) is a sectional view taken along the line IB-IB of FIG.

9 is an exploded perspective view of the IX portion in FIG. 8 (A).

FIG. 10 is a vertical sectional front view of a head cover portion of the engine.

FIG. 11 is a view corresponding to FIG. 10, showing a modified example of the embodiment.

FIG. 12 is a perspective view of a gas separation chamber showing another modification.

FIG. 13 is a view corresponding to FIG. 8A, showing another modification.

FIG. 14 is a schematic vertical cross-sectional view of an oil accommodating device outside a crankcase of a lubricating device for an engine, showing a conventional technique.

[Explanation of symbols]

8 ... Case side wall, 51 ... Crank chamber, 52 ... Crank chamber oil receiving chamber, 58 ... Crank chamber outside oil storing chamber, 61 ... Inter-chamber communication part, 63 ... Vertical rib, 66 ... Gas separation chamber, 67 ... Oil hole, 68
... Separated gas outlet, E ... Engine, L1 ... Oil level in crank chamber, L2 ... Oil level in oil chamber outside crank chamber, BG ... Blow-by gas, P ... Oil transfer means between chambers, Pb ... Blow-by gas pressure.

Front Page Continuation (72) Inventor Nobuhiro Yamamoto 64 Ishizukitamachi, Sakai City, Osaka Prefecture Kubota Sakai Factory (72) Inventor Shoichi Yamamoto 64, Ishizukitamachi, Sakai City, Osaka Prefecture (72) Inventor Haya Tanisho 64 Ishizukitamachi, Sakai-shi, Osaka Prefecture Kubota Sakai Co., Ltd. (72) Inventor Yutaka Watanabe 64 Ishizukita-machi, Sakai City, Osaka Prefecture Kubota Sakai Co., Ltd.

Claims (3)

[Claims] 1. A crank chamber oil receiving chamber (52) is provided below a crank chamber (51) of an engine (E), and a crank chamber outside oil receiving chamber (58) is provided outside the crank chamber (51). 52) and the oil storage chamber (58) outside the crank chamber are communicated with each other through the inter-chamber communication portion (61), the engine (E) is provided with the inter-room oil transfer means (P), and the inter-room oil transfer means (P) is provided. ), The oil in the crank chamber oil receiving chamber (52) is transferred from the inter-chamber communication portion (61) to the crank chamber outside oil storage chamber (58), and the oil level in the crank chamber outside oil storage chamber (58) is increased. (L2) to the crank chamber oil receiving chamber (5
2) In the crankcase oil storage device of the engine lubrication device configured to hold the oil level higher than the internal oil level (L1), between the inter-chamber communication portion (61) and the crankcase oil storage chamber (58). A gas separation chamber (66) is provided in the gas separation chamber (66) so that blow-by gas (BG) flowing out from the crank chamber (51) through the inter-chamber communication part (61) and oil can be separated in this gas separation chamber (66). The gas separation chamber (66) is provided with a separation gas outlet (68), and an oil hole (67) is opened below the separation gas outlet (68).
7) through the gas separation chamber (66) and the oil chamber outside the crank chamber
(58) An oil storage device outside a crank chamber of a lubrication device for an engine, characterized in that the oil storage device communicates with (58). 2. A pair of front and rear vertical ribs (63, 63) project laterally outward from a lateral side wall (8) of a crankcase (51) of an engine (E), and the pair of front and rear vertical ribs (63, 63). The oil accommodating device outside the crank chamber of the engine lubrication device according to claim 1, wherein the gas separation chamber (66) is formed in the space between the ribs (63). 3. The inter-room oil transfer means (P) is an engine.
The configuration is made by utilizing the pressure (Pb) of blow-by gas (BG) generated in the crank chamber (51) with the operation of (E).
Alternatively, the oil storage device outside the crank chamber of the engine lubrication device according to claim 2.