JP2006299830A - Crankshaft lubricating oil passage structure - Google Patents

Abstract

A crankshaft in which a crankshaft having a plurality of crankpins adjacent to each other at different positions in the axial direction is provided with an oil supply passage leading to an oil supply port provided at one end of the crankshaft. In the lubricating oil passage structure, the volume of the oil supply passage is minimized to reduce the amount of lubricating oil that fills the oil supply passage, thereby reducing the amount of lubricating oil required for the entire engine and preventing deterioration in lubricity due to oil supply delay. To do.
An oil supply passage 132 includes a plurality of passage holes 149a, 149b, and 149c that obliquely intersect the axes of the crank pins 16a to 16c in a plane including the axes of the crank pins 16a, 16b, and 16c and the crank shaft 16. 149d are directly connected to each other, and a communication passage portion 150 connecting between the oil supply port 148 and the main oil supply passage portion 149.
[Selection] Figure 4

Description

  The present invention relates to a crankshaft in which a crankshaft having a plurality of crankpins whose phases are different from each other at positions spaced apart in the axial direction is provided with an oil supply passage leading to an oil supply port provided at one end of the crankshaft. The present invention relates to a lubricating oil passage structure.

An oil supply path is formed by a first passage hole provided coaxially in the plurality of crank pins and a second passage hole that obliquely intersects the axis of the crankshaft so as to connect the first passage holes. Such a lubrication passage structure of the crankshaft is already known, for example, in Patent Document 1.
Japanese Patent Publication No. 60-56242

  However, according to the conventional lubricating oil passage structure, the portion from the outer end of the second passage hole to the intersection with the second passage hole forms a passage that is unnecessary as an original oil supply passage. As a result, the amount of lubricating oil filled in the oil supply passage in the crankshaft increases more than necessary, and as a result, the amount of lubricating oil required by the entire engine increases. Further, it is considered that the amount of lubricating oil staying in the crankshaft increases, and there is a possibility that the lubricity is lowered due to a delay in oil supply.

  The present invention has been made in view of such circumstances, and reduces the amount of lubricating oil that fills the oil supply passage by reducing the volume of the oil supply passage to the minimum necessary, and reduces the amount of lubricating oil required by the entire engine. It is an object of the present invention to provide a lubricating oil passage structure for a crankshaft capable of preventing deterioration in lubricity due to oil supply delay.

  In order to achieve the above object, the invention according to claim 1 is provided at one end of the crankshaft in a crankshaft having a plurality of crankpins that are adjacent to each other at different positions in the axial direction. In the lubricating oil passage structure of the crankshaft provided with an oil supply passage leading to the oil supply port, the oil supply passage is a plurality of passages that obliquely intersect the axis of each crankpin in a plane including the axis of each crankpin and crankshaft It is characterized by comprising a main oil supply passage portion in which the holes are directly connected to each other, and a communication passage portion connecting the oil supply port and the main oil supply passage portion.

  According to a second aspect of the invention, in addition to the configuration of the first aspect of the invention, a plurality of connecting rods are connected in parallel to at least one of the plurality of crank pins, and the main oil supply passage is provided. A plurality of connecting rod oil supply passages that cross the section and open at both ends on the outer periphery of the crank pin are provided corresponding to each connecting rod individually.

  According to a third aspect of the present invention, in addition to the configuration of the first or second aspect of the invention, the communication passage portion is provided in a journal portion and a crank web that the crankshaft has on one end side in the axial direction thereof, and the journal portion. A first communication passage hole that is coaxially provided so that one end thereof is passed through the oil supply port, one end portion is connected to the other end of the first communication passage hole at a right angle, and the other end portion is directly connected to the main oil supply passage portion. The second connecting passage hole is formed in a straight line on the crank web.

  In addition to the configuration of the invention according to any one of claims 1 to 3, the invention according to claim 4 is characterized in that the crankshaft has a pair of crankpins having the same phase and the crankpins having different phases. At least one other crankpin disposed between the two crankpins, and the main oil supply passage portion is formed symmetrically with respect to a plane passing at right angles to the axial center of the other crankpin.

  According to the first aspect of the present invention, the plurality of passage holes that obliquely intersect the axis of each crankpin in a plane including the axis of each crankpin and the crankshaft are communicated directly with each other. Since the main oil supply passage portion constituting the main portion of the oil supply passage is formed in such a manner that the passage portion unnecessary for the original oil supply passage can be made as small as possible, it fills the oil supply passage in the crankshaft. The amount of lubricating oil required can be reduced by reducing the amount of lubricating oil required for the entire engine, and deterioration of lubricity due to delay in oil supply can be prevented.

  According to the invention described in claim 2, since the connecting rod oil supply passages corresponding to the individual connecting rods are directly connected to the main oil supply passage portion, the amount of lubricating oil and retained oil in the crankshaft is increased. Lubricating between a plurality of connecting rods can be achieved, and the passage structure can be simplified to prevent an increase in processing steps.

  According to the third aspect of the present invention, the passage structure of the connecting passage portion connecting between the fuel filler port and the main oil passage portion can be simplified to facilitate processing, and the number of processing steps can be reduced.

  According to the fourth aspect of the present invention, the centrifugal force acting on the lubricating oil in the portion corresponding to the pair of crank pins having the same phase in the main oil supply passage portion is made the same to suppress the pressure fluctuation in the oil supply passage. The lubricating performance can be improved by allowing the lubricating oil to be evenly supplied to the crank pins.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

  1 to 10 show an embodiment of the present invention. FIG. 1 is a partially cutaway side view of a V-type engine, FIG. 2 is a sectional view taken along line 2-2 of FIG. 1, and FIG. 4 is a sectional view taken along line 4-4 of FIG. 3, FIG. 5 is a sectional view taken along line 5-5 of FIG. 1, FIG. 6 is a sectional view taken along line 6-6 of FIG. 7 is an enlarged sectional view taken along line 7-7, FIG. 8 is a longitudinal sectional view of the engine body viewed from the same direction as FIG. 1 to show the oil flow by the feed pump, and FIG. 9 is a diagram showing the oil flow by the scavenging pump. FIG. 10 is a cross-sectional view taken along line 10-10 of FIG.

  First, in FIG. 1, for example, a 5-cylinder V-type engine is mounted on a motorcycle, and an engine body 15 of the engine is a crankcase that rotatably supports a crankshaft 16 having an axis extending in the left-right direction of the motorcycle. 17, a first cylinder block 18A coupled to the crankcase 17 on the front side along the traveling direction of the motorcycle, a first cylinder head 19A coupled to the upper end coupling surface 21A of the first cylinder block 18A, A first head cover 20A coupled to the upper end coupling surface 22A of the cylinder head 19A, a second cylinder block 18B coupled to the crankcase 17 on the rear side along the traveling direction of the motorcycle, and an upper end of the second cylinder block 18B A second cylinder head 19B coupled to the coupling surface 21B, and a second cylinder head; And a second head cover 20B that is coupled to the upper end coupling surface 22B of 9B.

  The crankcase 17 is formed by connecting an upper case 17a and a lower case 17b to each other, and the crankshaft 16 is rotatably supported between the upper case 17a and the lower case 17b. Moreover, the first and second cylinder blocks 18A and 18B are formed integrally with the upper case 17a.

  Thus, a three-cylinder first bank 23A that is inclined so as to rise forward in the forward direction of the motorcycle and is connected to the crankcase 17 includes a first cylinder block 18A, a first cylinder head 19A, and A two-cylinder second bank 23B, which is composed of the first head cover 20A and is connected to the crankcase 17 on the rear side of the first bank 23A so as to form a V shape that opens upward together with the first bank 23A, The second cylinder block 18B, the second cylinder head 19B, and the second head cover 20B.

  Referring also to FIG. 2, the first cylinder block 18A of the first bank 23A is slidably fitted with three pistons 24 arranged in the direction along the axis of the crankshaft 16, and the second bank 23B. Two pistons 24 aligned in the direction along the axis of the crankshaft 16 are slidably fitted to the second cylinder block 18B, and the pistons 24 of both banks 23A, 23B are connected to the crankshaft 16. It is connected in common via rods 29.

  3 and 4, the crankshaft 16 has three crankpins 16a, 16b, and 16c that are sequentially spaced from each other in the axial direction from one end side to the other end side, and on both sides in the axial direction of the crankpin 16a. The crank webs 16d and 16e are arranged, the crank webs 16f and 16g are arranged on both sides in the axial direction of the crank pin 16b, and the crank webs 16h and 16i are arranged on both sides in the axial direction of the crank pin 16c. 4 journal portions 16j, 16k, 16m, and 16n are integrally provided. The journal portion 16j is connected to the right side surface of the crank web 16d in a state of facing forward in the traveling direction of the motorcycle, and the journal portion 16k. Is connected between the crank webs 16e and 16f, and the journal portion 16m is connected to the crank web 16g. Coupled between 16h, the journal portion 16n is provided continuously on the left side surface of the crank web 16i in a state facing the direction of travel of the motorcycle.

  Referring also to FIG. 5, the upper case 17a is integrally formed with four upper journal walls 180, 180... Arranged at intervals in the axial direction of the crankshaft 16, and the lower case 17b. Are integrally formed with four lower journal walls 181, 181... Individually corresponding to the upper journal walls 180, 180. Thus, the four journal portions 16j, 16k, 16m, 16n included in the crankshaft 16 are rotatably supported between the upper journal walls 180, 180... And the lower journal walls 181, 181. The upper journal walls 180, 180 ... and the lower journal walls 181, 181 ... are connected to each other by a pair of connecting bolts 182, 182 ... arranged on both sides of 16b, 16b .... In addition, each of the coupling bolts 182, 182,... Is inserted from below into the lower case member 17b and screwed into the upper case member 17a.

  The upper journal walls 180, 180... And the lower journal walls 181, 181... Are connected to each other so that one end of the first and second banks 23A, 23B in the cylinder arrangement direction (the progress of the motorcycle). The first crank chamber 183 corresponding to the cylinder at the right end in the state of facing forward), the second crank chamber 184 corresponding to the cylinder in the cylinder arrangement direction in the first bank 23A, the first and second banks 23A, The third crank chamber 185 corresponding to the cylinder at the other end in the cylinder arrangement direction at 23B (the left end in the state of facing the front in the traveling direction of the motorcycle) is formed, and in the first and second banks 23A, 23B The pistons 24... Of the cylinders at one end in the cylinder arrangement direction are connected to the crank pins 16 a disposed in the first crank chamber 183. The piston 24 of the cylinder in the cylinder arrangement direction in the first bank 23A is connected to the crank pin 16b disposed in the second crank chamber 184 via the connecting rod 29, and is connected to the first bank 23A. The pistons 24 of the cylinders at the other end in the cylinder arrangement direction in the two banks 23A and 23B are connected to the crank pins 16c disposed in the third crank chamber 185 via connecting rods 29.

  The upper and lower cases 17a, 17b are connected by a plurality of connecting bolts 186, 186,... Arranged around the first to third crank chambers 183 to 185. These connecting bolts 186, 186,. Is inserted into the lower case 17b from below and has a length corresponding to the arrangement position, and is screwed into the upper case 17a.

  An oil pan 25 is coupled to a lower portion of the crankcase 17, that is, a lower portion of the lower case 17b. The crankcase 17 includes the first to third crank chambers 183 to 185 and the rear of the crank chambers 183 to 185. A partition wall 28 is provided to partition the transmission chamber 27 formed by the crankcase 17 and the oil pan 25 so as to be positioned on the side and the lower side.

  The transmission chamber 27 accommodates a constantly meshing gear transmission 30 on the rear side of the first to third crank chambers 183 to 185, and the gear transmission 30 is connected to the crankshaft 16. Between the main shaft 31 and the countershaft 32 having parallel axes, a plurality of shift stages capable of being selectively established, for example, six first to sixth gear trains G1 to G6 are provided. The countershaft 32 is disposed behind the crankshaft 16 so as to be rotatably supported between the coupling surfaces of the upper case 17a and the lower case 17b constituting the crankcase 17, and the main shaft 31 is A portion corresponding to between the shaft 16 and the counter shaft 32 is rotatably supported by the lower case 17b of the crankcase 17, and this main The Yafuto 31 power from the crankshaft 16 is inputted via the clutch 34.

  By the way, the lower case 17b has a left support wall 187 disposed on the left side facing the front in the traveling direction of the motorcycle and a right support wall 188 disposed on the right side facing the front in the traveling direction. The two ends of the transmission chamber 27 are defined in a direction along the axis of the main shaft 31 and the camshaft 32, and the left support wall 187 and the right support of the lower case 17b are also provided in the upper case 17a. Support walls corresponding to the walls 188 are provided. Thus, one end portion of the countershaft 32 is rotatably supported by the right support wall 188... Of the crankcase 17, and the other end side of the countershaft 32 passes through the left support wall 187. Protruding outward. Moreover, a drive sprocket 35 is fixed to the end of the countershaft 32 protruding from the left support wall 187... Of the crankcase 17, and an endless chain 36 for transmitting power to a rear wheel (not shown) is wound around the drive sprocket 35. It is hung.

  The upper and lower cases 17a, 17b are also coupled by a plurality of coupling bolts 189 ..., 190 ... arranged around the transmission chamber 27, and the length of each coupling bolt 189 ..., 190 ... These are set as appropriate according to the arrangement position. In addition, the connecting bolts 189 arranged on the crankshaft 16 side with respect to the countershaft 32 are inserted from the lower case 17b from below to avoid tightening from the upper second bank 23B side, and are screwed into the upper case 17a. In contrast, the coupling bolts 190 disposed on the opposite side of the countershaft 32 from the crankshaft 16 can be easily tightened from above, so that they are inserted into the upper case 17a from above and the lower case. 17b.

  By the way, the upper case 17a is formed with an arcuate ceiling wall portion 179 that swells upward so as to cover the counter shaft 32 from above, as shown in FIG. The cylinder block 18B is integrally connected to the cylinder block 18B at a substantially middle portion of the sliding range of the piston 24 in the cylinder block 18B of the bank 23B.

  2 and 5, the other end portion of the crankshaft 16 is positioned at the left end in a state where the motorcycle is provided in the upper and lower journal walls 180..., 181. The outer journal 45 is protruded from the upper and lower journal walls 180 and 181, and the outer rotor 45 of the generator 44 is fixed to the other end of the crankshaft 16. An inner stator 46 that constitutes the generator 44 together with the outer rotor 45 is fixed to a generator cover 47 that is coupled to the left support wall of the crankcase 17 so as to cover the generator 44. A gear 49 is connected to the outer rotor 45 via a one-way clutch 48, and the gear 49 is linked to and connected to a starter motor (not shown).

  One end portion of the crankshaft 16 extends from the upper and lower journal walls 180, 181 positioned at the right end in the state in which the crankcase 17 faces the front in the traveling direction of the motorcycle among the upper and lower journal walls 180, 181,. A primary drive gear 41 having a relatively large diameter is fixed to the other end of the crankshaft 16 outside the crankcase 17, and a primary driven gear 42 meshing with the primary drive gear 41 is a damper spring. It is connected to the clutch outer 38 of the clutch 34 through 43. Thus, the clutch 34 is a conventionally known multi-plate clutch that includes a clutch inner 37 that cannot rotate relative to the main shaft 31 and a clutch outer 38 that can rotate relative to the main shaft 31.

  Referring also to FIG. 6, a pair of intake valves 51A and a pair of exhaust valves 52A are spring-biased in the valve closing direction for each cylinder in the first cylinder head 19A of the first bank 23A. However, it can be opened and closed. Further, a bottomed cylindrical intake valve side lifter 53A that makes the closed end inner surface contact the top of each intake valve 51A, and a bottomed cylindrical exhaust valve that makes the closed end inner surface contact the top of each exhaust valve 52A. The side lifters 54A are fitted into the first cylinder head 19A so as to be able to slide in the opening / closing operation directions of the intake valves 51A and the exhaust valves 52A.

  In addition, an exhaust side cam having a plurality of exhaust side cams 57A that are in sliding contact with the outer surfaces of the closed ends of the exhaust valve side lifters 54A by the first cylinder head 19A and the exhaust side cam holder 178 fastened to the first cylinder head 19A. Each intake valve includes a first cylinder head 19A and an intake side cam holder (not shown) fastened to the first cylinder head 19A. The shaft 58A is rotatably supported with an axis parallel to the crankshaft 16. An intake side camshaft 56A having a plurality of intake side cams 55A that are in sliding contact with the outer surface of the closed end of the side lifters 53A is rotatably supported about an axis parallel to the crankshaft 16.

  In the second cylinder head 19B of the second bank 23B, a pair of intake valves 51B and exhaust valves 52B for each cylinder are arranged so as to be opened and closed by being urged by a spring in the valve closing direction. The intake-side cams 56B of the intake-side camshaft 56B that can rotate around an axis parallel to the crankshaft 16 are brought into sliding contact with the intake valve-side lifters 53B that are in contact with the tops of the intake valves 51B. The exhaust-side cams 57B of the exhaust-side camshaft 58B that can rotate around an axis parallel to the crankshaft 16 are slidably contacted with the exhaust valve-side lifters 54B that are in contact with the tops.

  The rotational power of the crankshaft 16 is transmitted to the intake side and exhaust side camshafts 56A, 58A in the first bank 23A via the transmission means 50A, and the intake side and exhaust side camshafts 56B, 58B in the second bank 23B. The rotational power of the crankshaft 16 is transmitted through the transmission means 50B.

  The transmission means 50A on the first bank 23A side is connected to the intake side and exhaust side driven sprockets 59A and 60A fixed to one end portions of the intake side and exhaust side camshafts 56A and 58A, and the first bank interlocked with the rotation of the crankshaft 16. Bank drive sprocket 61A, first bank drive sprocket 61A, endless cam chain 62A wound around intake side and exhaust side driven sprockets 59A, 60A, and chain guide member 80A in contact with the tension side outer periphery of cam chain 62A A chain tensioner 81A in contact with the outer periphery of the cam chain 62A, and a tensioner lifter 83A in contact with the chain tensioner 81A from the opposite side of the cam chain 62A. The transmission means 50B on the second bank 23B side includes: Exhaust side camshaft 56B Intake and exhaust side driven sprockets 59B and 60B fixed to one end of 58B, a second bank drive sprocket 61B interlocking with the rotation of the crankshaft 16, a second bank drive sprocket 61B, and the intake and exhaust sides An endless cam chain 62B wound around the driven sprockets 59B, 60B, a chain guide member 80B in contact with the tension side outer periphery of the cam chain 62B, a chain tensioner 81B in contact with the relaxation side outer periphery of the cam chain 62b, and a cam chain 62B A tensioner lifter 83B that comes into contact with the chain tensioner 81b from the opposite side is provided.

  On the other hand, on the outside of the right support wall 188 in the crankcase 17 and above one end of the crankshaft 16, the first bank drive sprocket 61A and the second bank drive sprocket rotate around an axis parallel to the crankshaft 16. 61B is disposed, and a chain passage 63A for running the cam chain 62A is formed in the first cylinder block 18A, the first cylinder head 19A, and the first head cover 20A of the first bank 23A on one end side of the crankshaft 16. A chain passage 63B for running the cam chain 62B is formed in the second cylinder block 18B, the second cylinder head 19B, and the second head cover 20B of the second bank 23B on one end side of the crankshaft 16.

  An idler drive gear 64 having a smaller diameter than the primary drive gear 41 is disposed at one end of the crankshaft 16 so that the outer periphery of the crankshaft 16 is opposed to the clutch 34 interposed between the crankshaft 16 and the gear transmission 30. The first drive gear 41 is provided outward in the axial direction. An idle gear 65 meshing with the idler drive gear 64 is rotatably supported by an idle shaft 66 having an axis parallel to the crankshaft 16.

  The first bank drive sprocket 61A and the second bank drive sprocket 61B are integrally formed with a single idle gear 65 that is common to the drive sprockets 61A and 61B, and the first bank 23A side. Intake-side and exhaust-side camshafts 56A, 58A for driving the intake-side and exhaust-side driven sprockets 59A, 60A, the first bank drive sprocket 61A, and the cam chain 62A, which are fixed to the camshafts 56A, 58A. In order to drive the intake side and exhaust side camshafts 56B, 58B on the second bank 23B side, intake side and exhaust side driven sprockets 59B, 60B fixed to the camshafts 56B, 58B, second bank drive sprockets 61B and cam chain 62B It will be disposed adjacent to each other in the axial direction one end side of the Yafuto 16.

  The idle shaft 66 is supported by a shaft holder 68 that is fastened to the right support wall of the crankcase 17 in a state in which the motorcycle faces forward in the traveling direction. As shown in FIG. 1, the shaft holder 68 is fixed to the right support wall of the crankcase 17 by bolts 69 at locations where the travel of the cam chains 62A and 62B is not hindered.

  Also, on the right side wall of the crankcase 17, a cover 76 that covers the clutch 34 and covers one end of the crankshaft 16 and the shaft holder 68 is connected to the cylinder blocks 18A and 18B of the first and second banks 23A and 23B. Are combined.

  Tensioner lifters 83A and 83B come into contact with the chain tensioners 81A and 81B of the first and second banks 23A and 23B from the opposite side of the cam chains 62A and 62B in order to give tension to the slack side of the cam chains 62A and 62B. These tensioner lifters 83A and 83B are provided in the cylinder heads 19A and 19B of both banks 23A and 23B, respectively.

  That is, the tensioner lifter 83A of the first bank 23A is provided in the first cylinder head 19A at a portion corresponding to the outside of the banks 23A and 23B, and the tensioner lifter 83B of the second bank 23B is located inside the banks 23A and 23B. The second cylinder head 19B is provided at a corresponding portion.

  In FIG. 7, an oil pump 93 including a feed pump 91 having a common oil pump shaft 90 and a scavenging pump 92 is disposed below the transmission chamber 27, and a pump housing 94 of the oil pump 93 is disposed. Is attached to the partition wall 28 provided in the crankcase 17 from below.

  The pump housing 94 is formed by fastening a housing main body 95 and first and second covers 96, 97 sandwiching the housing main body 95 from both sides with a plurality of bolts 98. As shown in FIG. 8, a mounting portion 95 a provided on the upper side is fastened to the partition wall 28, and the oil pump shaft 90 passes through the pump housing 94 in a rotatable manner. In addition, a pump driven sprocket 99 is fixed to one end portion of the oil pump shaft 90. As shown in FIGS. 2 and 5, the main shaft 31 is rotated outside the crankcase 17 so as to rotate together with the primary driven gear 42. An endless chain 101 is wound around the pump drive sprocket 100 supported by the pump and the pump driven sprocket 99. Therefore, the feed pump 91 and the scavenging pump 92 are driven by power transmission from the main shaft 31 interlocked with the crankshaft 16.

  The feed pump 91 and the scavenging pump 92 are of a trochoid type, and the feed pump 91 includes an inner rotor 102 fixed to the oil pump shaft 90 between the housing main body 95 and the first cover 96, and the inner rotor. The scavenging pump 92 meshes with the inner rotor 104 between the housing main body 95 and the second cover 97 and the inner rotor 104, which is fixed to the oil pump shaft 90. The outer rotor 105 is housed.

  The first cover 96 of the pump housing 94 is provided with a suction passage 106 for sucking oil into the feed pump 91, and at least an upstream portion of the suction passage 106 is formed to extend vertically. Is opened at the lower end of the first cover 96 so as to open downward.

  The feed pump 91 sucks oil in the oil pan 25 through an oil strainer 107 disposed in the oil pan 25, and the oil strainer 107 is connected to the suction passage 106.

  Referring to FIG. 8, a housing main body 95 of the pump housing 94 is provided with a discharge passage 115 for discharging oil from the feed pump 91, and this discharge passage 115 is formed in the partition wall 28 of the crankcase 17. It communicates with an oil passage 116 provided. Moreover, a relief valve 117 having an axis parallel to the oil pump shaft 90 is opened between the casing main body 95 and the first cover 96 of the pump housing 94 when the discharge pressure of the discharge passage 115 becomes a predetermined value or more. Then, a part of the oil flowing through the discharge passage 115 is mounted so as to escape to the suction side of the feed pump 91.

  The oil flowing through the oil passage 116 provided in the partition wall 28 is purified by passing through an oil filter 118 attached to the crankcase 17 as shown by an arrow in FIG. It is introduced into the cooler 119 and cooled.

  The partition wall 28 is provided with a main gallery 120 extending in parallel with the crankshaft 16, and the oil guided from the oil cooler 119 to the main gallery 120 is branched into two. Thus, one of the oils is guided to the oil passage 121 provided in the partition wall 28 and passes through the oil passage 122 to the first to sixth speed gear trains G1 to G1 to the main shaft 31 and the counter shaft 32 in the gear transmission 30. While being supplied to the shaft support portion of G6, it is injected toward the gear transmission 30 from the nozzle 123 provided in the crankcase 17 facing the upper portion of the transmission chamber 27.

  The other oil branched from the main gallery 12 is sent upward from a plurality of oil passages 124 provided in the crankcase 17 and used for lubricating a plurality of bearing portions that support the crankshaft 16. The oil passages 124 are communicated with an upper oil gallery 125 provided at an upper portion of the crankcase 17 so as to extend in parallel with the crankshaft 16 at a connecting portion of both banks 23A and 23B. The nozzles 126... Connected to the gallery 125 are injected toward the pistons 24 of the respective cylinders in both banks 23A and 23B and are applied to the cylinder blocks 18A and 18B and the cylinder heads 19A and 19B of the first and second banks 23A and 23B. Are provided with oil passages 127A and 127B for guiding the oil from the upper oil gallery 125 to the valve mechanism side disposed between the cylinder heads 19A and 19B and the head covers 20A and 20B.

  Further, as clearly shown in FIG. 5, a cylindrical portion 128 protruding toward the crankshaft 16 is integrally provided on the inner surface of the right cover 76 at a portion corresponding to one end portion of the crankshaft 16. A bolt 129 having a cylindrical portion 129a protruding into the inside is screwed coaxially with one end of the crankshaft 16, and an annular seal member 130 is interposed between the cylindrical portion 128 and the cylindrical portion 129a. Thus, an oil chamber 131 sealed by the seal member 130 is formed in the cylindrical portion 128 so as to face the end portion of the cylindrical portion 129a. An oil passage (not shown) is provided in the oil chamber 131. Then, the oil from the main gallery 120 is supplied.

  Moreover, the bolt 129 is provided with a communication passage 133 coaxially connecting the oil supply passage 132 provided in the crankshaft 16 to the oil chamber 131, and the oil introduced into the oil supply passage 132 is provided by the crankshaft 16. The crank pins 16a to 16c and the connecting rods 29 are provided for lubrication between the large ends.

  3, 4, and 10, an oil supply port 148 for introducing oil guided from the oil chamber 131 through the communication path 133 into the oil supply path 132 is provided at one end of the crankshaft 16. The oil flows through the oil supply passage 132 from the oil supply port 148 on one end side of the crankshaft 16 toward the other end side.

  By the way, if the oil supply port 148 is provided on the other end side of the crankshaft 16, that is, the generator 44 side, there is a possibility that the supply of the oil supply becomes unstable around the swing due to the rotation of the outer rotor 45 having a large mass. The oil supply port 148 is provided at one end of the crankshaft 16 on the side opposite to the side 44, so that the delivery of the oil supply can be stabilized.

  The crank pin 16a on the one axial side and the crank pin 16c on the other axial side have the same phase, whereas the crank pin 16b in the central portion is more than 90 degrees from both the crank pins 16a and 16c. The crankshaft 16 is different in phase by a large angle, and the crankshaft 16 has a plurality of crankpins 16a to 16c whose phases are different from each other at positions spaced apart in the axial direction. The provided oil supply passage 132 includes a main oil supply passage portion 149, and a communication passage portion 150 connecting the oil supply port 148 and the main oil supply passage portion 149. The main oil supply passage portion 149 includes the crank pins 16a to 16c and the crank pins. A plurality of passage holes that obliquely intersect the axes of the crank pins 16a to 16c in a plane including the axis of the shaft 16, this embodiment The four first to fourth passage holes 149a, 149b, 149c, and 149d are directly connected to each other, and the crankshaft 16 passes perpendicularly through the axial center of the crankpin 16b provided at the center thereof. It is formed symmetrically with respect to the plane.

  The first passage hole 149a is formed so as to intersect the axis of the crankpin 16a in a plane including the axes of the crankpin 16a and the crankshaft 16, and the second and third passage holes 149b and 149c are formed in the crankpin 16b and the crankshaft. The fourth passage hole 149d intersects with the axis of the crankpin 16c in a plane including the axes of the crankpin 16c and the crankshaft 16 in a plane including the axis of the crankpin 16b. Formed.

  That is, the first passage hole 149a is drilled from the outer surface side of the crank web 16d so as to intersect the axis of the crank pin 16a in a plane including the axes of the crank pin 16a and the crank shaft 16, and is outside the first passage hole 149a. The end is liquid-tightly closed with a spherical plug 151. The second passage hole 149b intersects with the axis of the crank pin 16b in the plane including the axes of the crank pin 16b and the crankshaft 16 from the outer surface side of the crank web 16g, and has an inner end at the inner end of the first passage hole 149a. The outer end of the second passage hole 149 b is liquid-tightly closed with a spherical plug 152. The fourth passage hole 149d is drilled from the outer surface side of the crank web 16i so as to intersect the axis of the crank pin 16c in a plane including the axes of the crank pin 16c and the crank shaft 16, and the outer end of the fourth passage hole 149d. The part is liquid-tightly closed with a spherical plug 153. Further, the third passage hole 149c is drilled from the outer surface side of the crank web 16f so as to intersect with the axis of the crank pin 16b within a plane including the axes of the crank pin 16b and the crank shaft 16, and in the middle of the second passage hole 149b. And the inner end of the fourth passage hole 149d is passed through the inner end, and the outer end of the third passage hole 149c is liquid-tightly closed by a spherical plug 154.

  The crank pins 16a and 16c to which the pair of connecting rods 29 and 29 are connected in parallel cross the first and fourth passage holes 149a and 149d constituting a part of the main oil supply passage portion 149 and the crank A pair of connecting rod oil supply passages 155, 155; 156, 156 having both ends opened on the outer periphery of the pins 16a, 16c are provided in correspondence to the connecting rods 29, respectively. A connecting rod oil supply passage 157 that crosses the intersection of the passage holes 149b and 149c and opens at both ends is provided on the outer periphery of the crank pin 16b.

  The communication passage 150 is provided in the journal portion 16j and the crank web 16d that the crankshaft 16 has on one end side in the axial direction, is provided coaxially with the journal portion 16j, and is connected to the oil supply port 148 through one end. One end of the passage hole 150a is connected to the other end of the first communication passage hole 150a at a right angle, and the other end is directly connected to the first passage hole 149a of the main oil supply passage portion 149. The second communication passage hole 150b is linearly provided in the web 16d, and the other end opening portion of the second communication passage hole 150b that opens to the outer periphery of the crank web 16d is liquid-tightly closed by a plug 158.

  Referring to FIG. 9, oil collection holes 138 for collecting oil that has dropped into the lower portion of the crank chamber 26 communicate with the lower portions of the first to third crank chambers 183, 184, and 185 at the lower portion of the partition wall 28. Is provided. On the other hand, in the housing main body 95 integrally having a mounting portion 95 a attached to the partition wall 28 in the pump housing 94, a suction passage 139 for sucking oil into the scavenging pump 92 is provided corresponding to the oil collecting hole 138. .

  In addition, an oil collecting hole 138 is provided between an oil collecting hole 138 communicating with the second crank chamber 184 corresponding to the cylinder in the cylinder arrangement direction of the first bank 23A and a suction passage 139 provided in the housing main body 95. A reed valve 140 that allows only oil to flow into the suction passage 139 is provided.

  The second cover 96 of the pump housing 94 is provided with a discharge passage 141 that guides oil discharged from the scavenging pump 92. The discharge passage 141 is directed from the downstream end toward the gear transmission 30 side. The second cover 96 is formed so as to discharge oil.

  Referring to FIG. 7, a pump case 143 of the water pump 142 is attached to the left support wall of the crankcase 17 at a portion corresponding to the oil pump 93, and one end protrudes from the pump case 143. A water pump shaft 144 provided in the water pump 142 is disposed coaxially with the oil pump shaft 90 of the oil pump 93. In addition, a protrusion 90 a protruding from the other end of the oil pump shaft 90 is detachably engaged with an engagement recess 144 a provided at one end of the water pump shaft 144. That is, the feed pump 91 and the scavenging pump 92 in the oil pump 93 are driven by power transmission from the main shaft 31, and the water pump 142 is also driven by power transmission from the main shaft 31.

  Next, the operation of this embodiment will be described. A crankshaft 16 having a plurality of crankpins 16a to 16c whose phases are different from each other at positions spaced apart in the axial direction is provided at one end of the crankshaft 16. An oil supply passage 132 that leads to an oil supply opening 148 is provided. The oil supply passage 132 is inclined with respect to the axis of each crankpin 16a to 16c in a plane including the axis of each crankpin 16a to 16c and the crankshaft 16. The first to fourth passage holes 149a to 149d intersecting each other are composed of a main oil supply passage portion 149 that is directly connected to each other, and a communication passage portion 150 that connects between the oil supply port 148 and the main oil supply passage portion 149. That is, a plurality of passage holes 149d to 149d that obliquely intersect the axes of the crank pins 16a to 16c in a plane including the axes of the crank pins 16a to 16c and the crank shaft 16 are provided for each crank pin 16a to 16c. The main oil supply passage portion 149 constituting the main portion of the oil supply passage 132 is formed so as to be directly communicated, and a passage portion unnecessary as an original oil supply passage can be made as small as possible. The amount of lubricating oil that fills the oil supply passage 132 in the engine 16 can be reduced to reduce the amount of lubricating oil required for the entire engine, thereby preventing deterioration in lubricity due to delay in oil supply.

  A pair of connecting rods 29 are connected in parallel to at least one of the crank pins 16a to 16c, in this embodiment, the two crank pins 16a and 16c, and one of the main oil supply passage portions 149 is connected. A pair of connecting rod oil supply passages 155... 156... That cross the first and fourth passage holes 149 a and 149 d constituting the part and open at both ends to the outer periphery of the crank pins 16 a and 16 c individually correspond to the connecting rods 29. The connecting oil supply passages 155, 156, which correspond to the connecting rods 29, respectively, are directly connected to the main oil supply passage portion 149, so that the amount of lubricating oil in the crankshaft 16 and the retention To achieve lubrication with a plurality of connecting rods 29 while suppressing an increase in the amount of oil Can, channel structure also makes it possible to suppress an increase of a simplified and machining process.

  The communication passage 150 is provided in the journal portion 16j and the crank web 16d that the crankshaft 16 has on one end side in the axial direction thereof. The communication passage portion 150 is provided coaxially with the journal portion 16j and passes through one end of the oil supply port 148. One end of the communication passage hole 150a is connected to the other end of the first communication passage hole 150a at a right angle, and the other end is directly connected to the first passage hole 149a of the main oil supply passage portion 149. 16d is provided with a second communication passage hole 150b provided in a straight line, and the passage structure of the communication passage portion 150 that connects between the oil supply port 148 and the main oil supply passage portion 149 is simplified to facilitate the processing. Can be reduced.

  Further, the crankshaft 16 includes a pair of crankpins 16a and 16c having the same phase, and the other crankpins 16b disposed between the crankpins 16a and 16c with different phases from the crankpins 16a and 16c. Since the main oil supply passage portion 149 is formed symmetrically with respect to a plane passing through the axial center of the crankpin 16b at a right angle, the pair of crankpins 16a having the same phase in the main oil supply passage portion 149 is provided. , 16c, the centrifugal force acting on the lubricating oil in the portion corresponding to the same oil pressure is reduced, the pressure fluctuation in the oil supply passage 132 is suppressed, and the lubricating oil can be supplied evenly to the crank pins 16a to 16c, thereby improving the lubricating performance. Can be achieved.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

It is a partially cutaway side view of a V-type engine. FIG. 2 is a sectional view taken along line 2-2 of FIG. It is a side view of a crankshaft. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. It is sectional drawing which follows the 5-5 line of FIG. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is an enlarged cross-sectional view taken along line 7-7 in FIG. FIG. 2 is a longitudinal sectional view of an engine body viewed from the same direction as FIG. 1 to show the flow of oil by a feed pump. It is a longitudinal cross-sectional view of the engine main body corresponding to FIG. 8 for demonstrating the flow of the oil by a scavenging pump. FIG. 10 is a cross-sectional view taken along line 10-10 in FIG. 4.

Explanation of symbols

16 ... crankshaft 16a, 16b, 16c ... crank pin 16d ... crank web 16j ... journal part 29 ... connecting rod 132 ... oil supply path 148 ... oil supply port 149 ... Main oil supply passages 149a, 149b, 149c, 149d ... passage hole 150 ... communication passage parts 150a, 150b ... communication passage holes 155, 156 ... connecting rod oil supply passage

Claims (4)

  A crankshaft (16) having a plurality of crankpins (16a, 16b, 16c) whose phases are different from each other at positions spaced apart in the axial direction is provided at one end of the crankshaft (16). In the lubricating oil passage structure of the crankshaft provided with the oil supply passage (132) leading to (148), the oil supply passage (132) is in a plane including the axes of the crankpins (16a to 16c) and the crankshaft (16). A main oil supply passage portion (149) in which a plurality of passage holes (149a, 149b, 149c, 149d) obliquely intersecting the axis of each crank pin (16a-16c) are directly connected to each other, and the oil supply port (148) And a connecting passage portion (150) connecting between the main oil passage portion (149) and the lubricating oil passage structure of the crankshaft .   A plurality of connecting rods (29) are connected in parallel to at least one of the plurality of crank pins (16a to 16c) (16a, 16c) and cross the main oil supply passage portion (149). The crank according to claim 1, wherein a plurality of connecting rod oil supply passages (155, 156) having both ends opened on the outer periphery of the crank pin (16a, 16c) are provided corresponding to each connecting rod (29). Shaft lubricating oil passage structure.   The communication passage portion (150) is provided in a journal portion (16j) and a crank web (16d) that the crankshaft (16) has on one end in the axial direction thereof, and is provided coaxially with the journal portion (16j). A first communication passage hole (150a) that allows one end to pass through one end of the oil supply port (148), a first end connected to the other end of the first communication passage hole (150a) at a right angle, and the other end connected to the main oil supply passage ( 149) and a second communication passage hole (150b) linearly provided in the crank web (16d) so as to be directly connected to the crank web (16d). Passage structure.   The crankshaft (16) is disposed between the crankpins (16a, 16c) with a phase difference between the pair of crankpins (16a, 16c) having the same phase and the crankpins (16a, 16c). The main oil supply passage portion (149) is formed symmetrically with respect to a plane passing at a right angle through the axial center of the other crank pin (16b). The lubricating oil passage structure for a crankshaft according to any one of claims 1 to 3.

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