JPS6073006A - Structure of crank chamber of engine - Google Patents

Structure of crank chamber of engine

Info

Publication number
JPS6073006A
JPS6073006A JP17989883A JP17989883A JPS6073006A JP S6073006 A JPS6073006 A JP S6073006A JP 17989883 A JP17989883 A JP 17989883A JP 17989883 A JP17989883 A JP 17989883A JP S6073006 A JPS6073006 A JP S6073006A
Authority
JP
Japan
Prior art keywords
clutch gear
oil
chamber
crank chamber
lubricating oil
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
JP17989883A
Other languages
Japanese (ja)
Other versions
JPS6323363B2 (en
Inventor
Kazuo Shimada
島田　和男
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
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
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Priority to JP17989883A priority Critical patent/JPS6073006A/en
Publication of JPS6073006A publication Critical patent/JPS6073006A/en
Publication of JPS6323363B2 publication Critical patent/JPS6323363B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/06—Means for keeping lubricant level constant or for accommodating movement or position of machines or engines

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

PURPOSE:To reduce power loss of an engine and prevent deterioration of quality of a lubricating oil, by providing an oil interrupting partition wall in a crank chamber and providing a scavenge pump for scavenging a leakage oil flowing into a clutch gear chamber. CONSTITUTION:An oil interrupting partition wall 12 is provided in a crank chamber 11 to divide the crank chamber 11 into a clutch gear chamber 15 accommodating a clutch gear 23 and balancer shafts 24 and 25 and a main crank chamber 13 including a lubricating oil reservoir. An oil level in the clutch gear 15 is maintained lower than a lower end of the clutch gear 23 and lower ends of the balancer shafts 24 and 25 by means of a scavenge pump 35. With this arrangement, a lubricating oil is not stirred, and accordingly it is possible to reduce power loss of the engine and prevent deterioration of quality of the lubricating oil.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は主として自動２輪車用エンジンのクランク室構
造に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention mainly relates to a crank chamber structure of an engine for a two-wheeled motor vehicle.

（従来技術） 一般にクランク室下半部のオイルパン部分には潤滑用油
が溜められており、ミッション入力軸に連結するクラッ
チギヤやバランサ軸は上記潤滑用油に浸かっている。特
に自動２輪車用の複数気筒エンジンでは、エンジンのコ
ンパクト化を図るためにバランサ軸をクランク軸の下側
に配置したり、またクランク軸の途中のクランクアーム
に動力取出ギヤを形成したりしているが、クランクアー
ムに動力取出ギヤを形成する場合にはその直径が大きく
なり、それに噛み合うクラッチギヤの直径も大きくなら
ざるをえない。即ちエンジンのコンパクト化を図るため
には、バランサ軸やクラッチギヤを、潤滑用油に浸から
ないように配置することは困難であった。(Prior Art) Generally, lubricating oil is stored in an oil pan in the lower half of the crank chamber, and the clutch gear and balancer shaft connected to the transmission input shaft are immersed in the lubricating oil. Particularly in multi-cylinder engines for motorcycles, in order to make the engine more compact, the balancer shaft is placed below the crankshaft, and a power take-off gear is formed on the crank arm in the middle of the crankshaft. However, when a power take-off gear is formed on the crank arm, its diameter becomes large, and the diameter of the clutch gear that meshes with it must also become large. That is, in order to make the engine more compact, it has been difficult to arrange the balancer shaft and clutch gear so that they do not soak in lubricating oil.

ところがバランサ軸やクラッチギヤが潤滑用油に浸かっ
ていると、バランサ軸やクラッチギヤの回転に対する潤
滑用油の抵抗が犬きく、エンジンの動力損失が増加する
。また潤滑用油がクラッチギヤ等によってかくはんされ
ることにより油温が上昇し、油質劣化の原因になる。However, if the balancer shaft or clutch gear is immersed in lubricating oil, the resistance of the lubricating oil to the rotation of the balancer shaft or clutch gear becomes stronger, increasing engine power loss. Furthermore, when the lubricating oil is agitated by a clutch gear or the like, the oil temperature increases, causing deterioration of the oil quality.

（発明の目的） 本発明の目的はクラッチギヤやバランサ軸が潤滑用油に
浸からないようにすることにより、エンンンの動力損失
を減少させ、がっｅ１清用油の油質劣化を防止すること
である。(Object of the Invention) The object of the present invention is to prevent the clutch gear and balancer shaft from being submerged in lubricating oil, thereby reducing engine power loss and preventing deterioration of the oil quality of the gas oil. That's true.

（発明の構成） （イ）クランク室内に油ぜき止め用隔壁を設けることに
より、クランク室内を、クラッチギヤ及びバランサ軸を
収納するクラッチギヤ室と、ｔＶ滑滑油油溜有する主ク
ランク室とに区画し、 （ロ）　クラッチギヤ室に流入する漏油を主クランク室
に排出する排油ポンプを備え、クラッチギヤ室の油面全
クラッチギヤ下端及びバランッ軸Ｔ端よりも低く保つよ
うにしている。(Structure of the Invention) (A) By providing a partition wall for preventing oil leaks in the crank chamber, the crank chamber can be divided into a clutch gear chamber for housing the clutch gear and balancer shaft, and a main crank chamber having a tV lubrication oil sump. (b) It is equipped with an oil drain pump that discharges leaked oil flowing into the clutch gear chamber into the main crank chamber, and the oil level in the clutch gear chamber is kept lower than the lower end of the entire clutch gear and the T end of the balance shaft. There is.

（実施例） 第１図は本発明を適用した自動２輪車用４気筒エンジン
の断面展開図を示してお〃、この第１図において、エン
ジンは第１、第２、第８．第４気筒１．２．３．４を１
列に備えており、各気前用ピストン５．６．７．８に連
結するクランク＠９はクランクケース１ｏに回転自在に
支承されている。(Example) FIG. 1 shows a cross-sectional development view of a four-cylinder engine for a motorcycle to which the present invention is applied. In FIG. 4th cylinder 1.2.3.4 1
A crank @9 provided in the row and connected to each generous piston 5.6.7.8 is rotatably supported in the crankcase 1o.

クランク室ｌｌ内は油せき止め用隔壁１２にょつて、主
クランク室１８とクラッチギヤ室１５に区画されておち
、潤滑用油溜を有する主クランク室１３内にはクランク
軸９の第１．第２気筒用クランクアーム１６．１７部分
と、ミッション入力軸１８が収納さ九ている。クラッチ
ギヤ室１５にｕ　り−ｙ　ンクＴｔ４ｈ　９のｍ３、ｍ
４気筒用クランクアーム２１．２２部分と、クラッチギ
ヤ２３と、１対の２次バランサ軸２４．２５等が収納さ
れている。The inside of the crank chamber 11 is divided into a main crank chamber 18 and a clutch gear chamber 15 by an oil-damping partition 12, and the main crank chamber 13, which has a lubricating oil reservoir, has a first section of the crankshaft 9. The second cylinder crank arm 16 and 17 parts and the transmission input shaft 18 are housed. In the clutch gear chamber 15, there is a link Tt4h 9 m3, m
A 4-cylinder crank arm 21, 22 portion, a clutch gear 23, a pair of secondary balancer shafts 24, 25, etc. are housed.

第４気筒用クランクアーム２２には動力取出ギヤ２７が
一体的に形成さｉもており、この動力取出ギヤ２７はク
ラッチギヤ２３にＩ＋１１８み合うと共に、一方のバラ
ンサ軸２４の駆動ギヤ２８に噛み合っτいる。他方のバ
ランサ軸２５の駆動ギヤ２９は上記駆動ギヤ２８に噛み
合っている。両バランザ軸２４．２５は一端部が隔壁１
２に支承され、他瑞部がクランクケースｌｏに支承され
ている。A power take-off gear 27 is integrally formed on the fourth cylinder crank arm 22, and this power take-off gear 27 meshes with the clutch gear 23 at I+118 and also meshes with the drive gear 28 of one of the balancer shafts 24. There is τ. The drive gear 29 of the other balancer shaft 25 meshes with the drive gear 28. Both balancer shafts 24 and 25 have one end connected to the partition wall 1.
2, and the other aperture is supported by the crankcase lo.

２４ａ、　２５ａは各バランサ軸２４．２５のバランス
ウェイト部であり、シリンダ軸線Ｈに関して鏡対称的に
配置されている。24a and 25a are balance weight portions of each balancer shaft 24, 25, which are arranged mirror-symmetrically with respect to the cylinder axis H.

クラッチギヤ２３はクラッチ８０ｉ介してミッション入
力軸１８に大切自在に嵌合している。入力軸１８１１′
！変速ギヤ群３２を介して速度変更可能にミッション出
力肛１（図示せず）に連結している。The clutch gear 23 is freely fitted to the transmission input shaft 18 via the clutch 80i. Input shaft 1811'
! It is connected to the mission output port 1 (not shown) via a transmission gear group 32 so that the speed can be changed.

ミッション出力軸はチエン伝動機イ背等を介して例えば
自動２輪車の後車翰に連結する。The transmission output shaft is connected to, for example, a rear wheel of a two-wheeled motor vehicle via a chain transmission or the like.

排油ポンプ３５は、例えば主クランク室１３内の入力軸
１８の隣りに配置されており、ポンプ軸駆動用ギヤ３６
はクラッチギヤ室１５内に位置し、入力軸１８の伝動ギ
ヤ４０に噛み合っている。伝動ギヤ４０け入力軸１８に
固着されている。上記排油ポンプ３５はクラッチギヤ室
１５内あ漏油を主クランクｆｆ１ｉａ内へ排出する。The drain oil pump 35 is disposed, for example, next to the input shaft 18 in the main crank chamber 13, and is connected to a pump shaft driving gear 36.
is located within the clutch gear chamber 15 and meshes with the transmission gear 40 of the input shaft 18. 40 transmission gears are fixed to the input shaft 18. The oil drain pump 35 drains oil leaking from the clutch gear chamber 15 into the main crank ff1ia.

第２図において、排油ポンプ３５の吸込口４２はクラッ
チギヤ室１５の下端部に開口しており１クラツチギヤ室
■５内の油面Ｌ＋にクラッチギヤ２３の下端及びバラン
サ軸２４．２５の下端よりも低く保つようになっている
。ちなみにＬ２け主クランク室１３内の油面を示す。In FIG. 2, the suction port 42 of the oil drain pump 35 opens at the lower end of the clutch gear chamber 15, and the oil level L+ in the clutch gear chamber 5 is connected to the lower end of the clutch gear 23 and the lower end of the balancer shaft 24.25. It is designed to be kept lower than the Incidentally, the oil level in the L2 main crank chamber 13 is shown.

（作用） クラッチギヤ室１５内にはクランク軸９等がら潤滑用油
が漉れて溜まるが、排油ポンプ３５により主クランク室
１３内へ排出される。それによりクラッチギヤ室１５内
の油面Ｌｌはクラッチギヤ２３の下端及びバランサ軸２
４．２５の下端よりも低く保たれ、クラッチギヤ２３及
びバランサ軸２４．２５が漏油に浸かることはない。(Function) Lubricating oil is drained from the crankshaft 9 and the like and accumulates in the clutch gear chamber 15, but is discharged into the main crank chamber 13 by the oil drain pump 35. As a result, the oil level Ll in the clutch gear chamber 15 is equal to the lower end of the clutch gear 23 and the balancer shaft 2.
4.25, so that the clutch gear 23 and balancer shaft 24.25 are not submerged in oil leakage.

なお排油ポンプ３５への動力伝達経路をｎ；］単に説明
すると、クランク軸９から動力取出ギヤ２７、クラッチ
ギヤ２３に固着され／と伝動ギヤ４ｏによりポンプ軸駆
動用ギヤ３６が駆動され、排油ポンプ３５へと動力が伝
達される。In addition, the power transmission path to the drain oil pump 35 is simply explained.The pump shaft driving gear 36 is driven by the power take-off gear 27 from the crankshaft 9, the clutch gear 23, and the transmission gear 4o, and the pump shaft drive gear 36 is driven by the transmission gear 4o. Power is transmitted to the oil pump 35.

（発明の効果） （１）　クラッチギヤ及びバランサ軸を収納するクラッ
チギヤ室の油面を、刊：油ポンプによりクラッチギヤ下
端及びバランサ軸下端よりも低く保つようにしているの
で、バランサ軸やクラッチギヤの回転に対する潤滑用油
のかくけん抵抗がなくなり、エンジンの動力損失が減少
する。(Effects of the invention) (1) The oil level in the clutch gear chamber that houses the clutch gear and balancer shaft is kept lower than the lower end of the clutch gear and the lower end of the balancer shaft by means of an oil pump. There is no resistance to lubricating oil against gear rotation, reducing engine power loss.

（２）潤滑用油がバランサ軸やクラッチギヤによりかく
はんされることはなくなるので、潤滑用油の温度上昇を
防止し、油質の劣化を減少させることができる。(2) Since the lubricating oil is no longer agitated by the balancer shaft or clutch gear, it is possible to prevent the temperature of the lubricating oil from rising and to reduce deterioration of the oil quality.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明を適用したエンジンの断面展開図（第２
図の！−１断面図）、第２図は第１の■−Ｉ断面略図で
ある。９・・・クランク軸、１１・・・クランク家、１
２・・・隔壁、１Ｂ・・・主クランクｕ、１５・・・ク
ラッチギヤ室、２Ｂ・・・クラッチギヤ、２４．２５・
バランザ佃１．８５・・・排油ボンブ手続補正書（、＠
利 昭和８８年床−λ）日 特許庁長官　お札和尺　殿 ２、涛　明　の名称 ニー゛／ジンｎ２ラン２整−構１− ３補正をする者 事件との関係　ｎ軒　出願人 ４、代　理　人 ５、補正命令の日付　（発送日）昭和　年　月　日６、
補正の対象　明ｇ、ｍ書 ７袖正の内容FIG. 1 is a cross-sectional development view of an engine to which the present invention is applied (second
Figure! -1 cross-sectional view), and FIG. 2 is a schematic cross-sectional view of the first ■-I. 9...Crankshaft, 11...Crank family, 1
2... Bulkhead, 1B... Main crank u, 15... Clutch gear chamber, 2B... Clutch gear, 24.25.
Balancer Tsukuda 1.85...Drainage oil bomb procedure amendment form (, @
1988 Floor - λ) Japan Patent Office Commissioner Osatsuwashaku Tono 2, Takumei's name Nii / Jin n 2 Run 2 Structure 1 - 3 Person making the amendment Relationship with the case n House Applicant 4, representative Administrator 5, Date of amendment order (shipment date) Showa, Month, Day 6,
Subject of amendment: Contents of the 7th sleeve letter of Ming G and M books

Claims (1)

【特許請求の範囲】[Claims] クランク室内に油せき止め用隔壁を設けることにより、
クランク室内を、クラッチギヤ及びバランサ軸を収納す
るクラッチギヤ室と、動滑用油溜を有する主クランク室
に区画し、クラッチギヤ室に流入する漏油金主クランク
室に排出する排油ポンプを備え、クラッチギヤ室の油面
をクラッチギヤ下端及びバランサ軸下端よりも低く保つ
ようにシタことを特徴とするエンジンのクランク室構造
。By installing an oil-blocking partition inside the crank chamber,
The crank chamber is divided into a clutch gear chamber that houses the clutch gear and balancer shaft, and a main crank chamber that has an oil sump for dynamic sliding, and an oil drain pump is installed to discharge oil leakage flowing into the clutch gear chamber into the main crank chamber. A crank chamber structure for an engine, characterized in that the oil level in the clutch gear chamber is kept lower than the lower end of the clutch gear and the lower end of the balancer shaft.
JP17989883A 1983-09-27 1983-09-27 Structure of crank chamber of engine Granted JPS6073006A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP17989883A JPS6073006A (en) 1983-09-27 1983-09-27 Structure of crank chamber of engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP17989883A JPS6073006A (en) 1983-09-27 1983-09-27 Structure of crank chamber of engine

Publications (2)

Publication Number Publication Date
JPS6073006A true JPS6073006A (en) 1985-04-25
JPS6323363B2 JPS6323363B2 (en) 1988-05-16

Family

ID=16073828

Family Applications (1)

Application Number Title Priority Date Filing Date
JP17989883A Granted JPS6073006A (en) 1983-09-27 1983-09-27 Structure of crank chamber of engine

Country Status (1)

Country Link
JP (1) JPS6073006A (en)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5641081U (en) * 1979-04-20 1981-04-16

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5641081U (en) * 1979-04-20 1981-04-16

Also Published As

Publication number Publication date
JPS6323363B2 (en) 1988-05-16

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