JP2009068405A - Engine lubrication equipment - Google Patents

Abstract

An engine-integrated dry sump that can effectively reduce oil consumption due to oil removal even when the crankcase ventilation method is adopted as a dry sump lubrication method while ensuring the required oil amount in the oil tank A lubrication device is provided.
A crankcase having an inner side wall and an outer side wall and a space part opened downward between both of them, a first oil pan member attached to a lower surface of the crank case, and a first oil pan member. And a second oil pan member 160 that constitutes an oil tank 165 by covering the oil pan member from below. The oil tank is filled with oil so that the oil surface of the oil is positioned leaving a space on the upper side, and a first oil mist separation chamber 201 is formed by the residual space, and communicates with the inside of the crankcase. A pressure regulation hole 202 is formed, and a blow-by gas passage 205 that communicates the second oil mist separation chamber 204 and the first oil mist separation chamber is formed.
[Selection] Figure 2

Description

  The present invention relates to an engine-integrated dry sump lubrication apparatus that employs a dry sump lubrication system and in which an oil tank is integrated with an engine body.

  In general, a wet sump lubrication system and a dry sump lubrication system are known as engine lubrication systems.

  In the wet sump lubrication method, an oil pan capable of storing the total amount of lubricating oil supplied to the lubricated part of the engine is provided at the bottom of the engine body, and the oil stored in the oil pan is sucked up by an oil pump and covered. This is a system in which each part of the lubrication part is supplied and lubricated. This wet sump lubrication system is used in many commercial vehicles because of its simple structure. However, in order to store a desired amount of lubricating oil, an oil pan having a predetermined depth is required, and there is a power loss due to the engine crankshaft stirring the oil stored in the oil pan. In addition, there is a drawback that the suction failure of the oil pump is likely to occur with the movement of the oil in the oil pan due to the acceleration / deceleration or turning of the vehicle.

  In response to these problems, the dry sump lubrication system was developed especially for racing engines, etc. The dry sump lubrication system was equipped with an oil tank separately from the engine body, and was installed at the bottom of the engine body. The oil in the oil receiving part (dry sump) is sucked up by the scavenge pump and stored in the oil tank, and the oil stored in this oil tank is supplied to each part of the lubricated part by the oil feed pump and lubricated. .

  However, in the dry sump lubrication system as described above, since the engine body and the oil tank are separate, a large space is required around the engine body, and piping connecting the oil receiving part and the oil tank. In addition, both the oil tank and the pipe that connects the engine body are required to be long, and there is a new problem such as an increase in oil loss head and a decrease in oil pressure response due to the oil pump. Therefore, as a solution to such a problem, a so-called engine-integrated dry sump lubrication device in which an engine main body and an oil tank are integrated is proposed in Patent Document 1 and Patent Document 2.

  That is, in Patent Document 1, in an engine in which oil in an engine is stored in an oil tank and oil in the oil tank is supplied to each part of the engine by an oil main pump, an oil tank is provided on one side of an oil pan. A storage chamber is integrally formed on the other side, an oil passage communicating with the oil tank and the storage chamber is integrally formed on the bottom of the oil pan, and the oil in the oil pan is removed from the scavenging pipe by a scavenge pump. The engine main body and the oil tank are integrated so that the oil in the oil tank is supplied from the supply pipe to each part of the engine through the oil passage and the storage chamber by the oil main pump. A lubrication device is described.

  Further, in Patent Document 2, for the purpose of downsizing the dry sump type lubrication device in the same manner as the wet sump type, a pump accommodating portion is provided in a corner of an oil pan covering the lower surface of the crankcase of the engine, and this pump accommodating A lubricating device for an internal combustion engine is disclosed in which an oil tank portion having an upper surface partitioned from a crankcase by a partition wall is formed on a lower surface side of an oil pan adjacent to the portion. An overflow hole for communicating with the inside of the crankcase is opened in the partition wall that partitions the upper surface of the oil tank portion so that the blow-by gas is returned into the crankcase.

JP-A-6-248927 JP-A-4-246216

  However, in the engine-integrated dry sump lubrication device described in Patent Document 1, the engine body and the oil tank are integrated to ensure the space around the engine, but the oil tank is provided on one side of the oil pan. However, a storage chamber is integrally formed on the other side, and an oil passage that communicates the oil tank and the storage chamber is also integrally formed on the bottom of the oil pan, ensuring the required amount of oil in the oil tank and manufacturing it. Further improvement is demanded because it is difficult to maintain and maintain and is not practical.

  Further, in the engine-integrated dry sump lubrication device described in Patent Document 2, a pump housing portion is provided in a corner of an oil pan covering the lower surface of the crankcase of the engine, and an oil pan adjacent to the pump housing portion is provided. An oil tank portion whose upper surface is partitioned from the crankcase by a partition wall is formed on the lower surface side of the oil tank, and it is difficult to secure a required amount of oil in the oil tank.

  By the way, in general, in an engine, there is a possibility that the early deterioration of oil due to blow-by gas leaking from the periphery of the piston ring may proceed, so that such blow-by gas is quickly guided from the inside of the crankcase to the intake system. Prompt processing is desirable. As such blow-by gas processing methods, a so-called crankcase ventilation method and a head cover ventilation method are known. The head cover ventilation system is a system in which blow-by gas in the crankcase is guided into the cylinder head cover, and the blow-by gas is guided to the intake system while introducing the ventilation gas into the cylinder head cover. On the other hand, the crankcase ventilation system is a system in which blow-by gas is guided to the intake system while introducing ventilation gas into the crankcase. In this crankcase ventilation system, the inside of the crankcase is scavenged with ventilation gas such as fresh air, which is a preferable system from the viewpoint of suppressing early deterioration of oil.

  However, the crankcase ventilation system usually has a tendency to be carried away together with blow-by gas and ventilation gas in the crankcase because the oil is often scraped and scattered by the rotating crankshaft and connecting rod. It is undeniable that oil consumption by oil removal increases compared to the head cover ventilation method. In particular, in a dry sump lubrication system equipped with a scavenge pump, when the scavenge pump transfers oil to the oil tank, the scavenge pump also sucks and discharges blow-by gas other than oil, so the oil mist content in the blow-by gas is Increasingly. Therefore, when the above-described crankcase ventilation method is employed as it is in the dry sump lubrication method, there is a problem that the amount of oil consumption due to oil removal increases more and more.

  In Patent Document 2, the blowby gas returned into the crankcase is processed by an appropriate processing mechanism, and details of the specific blowby gas processing mechanism are not shown.

  Therefore, an object of the present invention is to effectively reduce the oil consumption due to oil removal even when the crankcase ventilation method is adopted as the dry sump lubrication method while ensuring the required oil amount in the oil tank. Another object of the present invention is to provide an engine-integrated dry sump lubrication device.

An engine-integrated dry sump lubrication device according to an embodiment of the present invention that solves the above problems includes an oil receiving portion formed in a lower portion of an engine, a scavenge pump that transfers oil in the oil receiving portion to an oil tank, and the oil tank An engine-integrated dry sump lubrication device comprising a feed pump that supplies oil stored in the engine into the engine,
A crankcase formed such that at least both sides parallel to the crankshaft axis are provided with an inner wall and an outer wall, and a space that is open between both of them.
A first oil pan member attached to the lower surface of the inner wall of the crankcase and forming the oil receiving portion;
A second oil pan member that is attached to the lower surface of the outer wall of the crankcase and that covers the first oil pan member from below while having a predetermined distance, and constitutes the oil tank;
The oil tank is filled with oil so that the oil surface of the oil is positioned so as to leave a space above the space portion, and a first oil mist separation chamber is formed by the residual space,
A pressure adjusting hole for communicating the first oil mist separation chamber and the inside of the crankcase is formed in an inner wall of the crankcase, and a second oil mist separation chamber provided in a side portion of the cylinder block. And a blow-by gas passage communicating with the first oil mist separation chamber is formed in the cylinder block.

  According to this aspect, at least both sides parallel to the crankshaft axis are formed on the lower surface of the inner wall of the crankcase formed with the inner wall and the outer wall, and the space portion opened downward between them. One oil pan member is attached to form an oil receiving portion. Then, the first oil pan member is covered from the lower side while having a predetermined distance, and the second oil pan member is attached to the lower surface of the outer wall of the crankcase, whereby the first oil pan member and An oil tank having a volume between the space between the second oil pan member and a space between the inner wall and the outer wall of the crankcase is configured, and the oil level of the oil is the oil tank. Oil is filled so as to leave a space above the space. Thus, the required amount of oil in the oil tank can be secured with a compact configuration.

  The first oil mist separation chamber formed by the residual space and the inside of the crankcase communicate with each other through a pressure adjusting hole formed in the inner wall of the crankcase, and the second oil chamber is provided at the side of the cylinder block. Since the oil mist separation chamber and the first oil mist separation chamber communicate with each other through a blow-by gas passage formed in the cylinder block, the blow-by gas inside the crankcase is separated from the first oil mist through the pressure adjusting hole. Then, it is introduced into the second oil mist separation chamber through the blow-by gas passage. Thus, the oil mist having a relatively large particle size is separated from the blow-by gas in the first oil mist separation chamber formed by the residual space. Also, in the blow-by gas passage formed in the cylinder block, the blow-by gas flows in a direction against gravity, so that oil mist having a relatively large particle size can be separated from the blow-by gas relatively easily. The oil mist having a relatively small particle diameter that has not been sufficiently separated in the first oil mist separation chamber and the blow-by gas passage is captured in the second oil mist separation chamber and separated from the blow-by gas. Is called. Thus, since oil removal is greatly reduced, oil consumption can be effectively reduced.

  Here, the first oil mist separation chamber is provided between the inner side wall and the outer side wall, and the lower end portion extends vertically below the residual space by a partition wall extending below the oil level of the oil. It may be formed by partitioning and disposed on the intake side of the engine together with the second oil mist separation chamber.

  According to this aspect, since both the first oil mist separation chamber and the second oil mist separation chamber are arranged on the intake side of the engine, the arrangement of the blow-by gas processing system is facilitated. An oil mist separation chamber can be arranged on the side where the oil is lifted up by the crankshaft and the connecting rod, and the adoption of the crankcase ventilation system is facilitated.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic longitudinal sectional view showing an embodiment in which a lubricating device according to the present invention is integrated, and FIG. 2 is a schematic transverse sectional view.

  The engine body 100 according to the present embodiment is configured such that a crankcase 120 is attached to a lower portion of a cylinder block 110 and a cylinder head 130 and a head cover 140 are sequentially coupled to the upper portion of the cylinder block 110. The crankcase 120 includes a front wall 121 and a rear wall 122 that are orthogonal to the crankshaft axis, and part of both side portions (front side) parallel to the crankshaft axis are the inner wall 123 and the outer wall 124 and both of them. And a space 125 that is open at the bottom.

  A flange 123f for attaching a first oil pan member as an oil receiving member, which will be described later, is formed at the lower end portion of the inner wall 123. Similarly, a flange for attaching an oil tank, which will be described later, is formed at the lower end portion of the outer wall 124. 124f is formed. In the present embodiment, on the rear side of the crankcase 120 to which a transmission or the like is attached, both lower ends of the inner walls 123 on both sides of the crankcase 120 are connected together with the rear wall 122 by the bottom wall 127 as an integral structure. The oil receiving portion is formed and the rigidity is ensured. The remaining part of the crankcase 120 excluding the bottom wall 127 forms an opening 129 surrounded by the first oil pan member mounting flange 123f.

  The first oil pan member 150 having a substantially flat bottom surface and a shallow bottom is attached to the lower surface of the flange 123f of the inner wall 123 of the crankcase 120 by a bolt (not shown) or the like via the flange 150f. A receiving portion 155 is formed. The first oil pan member 150, the front wall 121, the rear wall 122, the inner wall 123, and the bottom wall 127 define the inside of a crankcase that houses a rotating body such as the crankshaft 112 and the pair of balance shafts 114. Yes.

  The piston 116 is accommodated in the bore in the cylinder block 110 so as to be able to reciprocate. The connecting rod 118 converts the reciprocating motion of the piston 116 into the rotational motion of the crankshaft 112. In addition, a combustion chamber is formed in the cylinder head 130 and is connected to an intake port and an exhaust port (not shown) of the combustion chamber, respectively, and an intake manifold and an exhaust manifold (both not shown) are connected. The intake port and the exhaust port are opened and closed by an intake valve and an exhaust valve, respectively, and these intake / exhaust valves are driven by an intake / exhaust camshaft (not shown). In this embodiment, a variable intake valve timing mechanism VVT-i for changing the operation timing of the intake valve is provided, and oil for switching the operating oil supplied to the variable intake valve timing mechanism VVT-i is provided. The control valve OCV is also disposed in the cylinder head 130 and the head cover 140.

  Reference numeral 115 denotes an oil return passage formed in the cylinder block 110 in order to return a part of the oil supplied to the cylinder head 130 to an oil tank 165 described later. Reference numeral 119 denotes a PCV passage having an upper end opened above the cylinder head 130 and a lower end opened inside the crankcase in order to introduce fresh air into the crankcase. Further, a timing chain is wound between a sprocket 117 provided at the extreme end of the crankshaft 112 and a sprocket (not shown) provided on each of the intake / exhaust camshafts described above, and covers these. The chain cover 111 is attached to the cylinder block 110.

  Furthermore, in the engine main body 100 according to the present embodiment, the second oil pan member 160 is also bolted to the lower surface of the flange 124f of the outer wall 124 of the crankcase 120 and the flange 111f of the chain cover 111 via the flange 160f. It is attached with. The second oil pan member 160 is attached in such a manner that it is deeper than the shallow first oil pan member 150 and covers from below while having a predetermined distance including the entire surface. Thus, the oil tank 165 is configured together with the space 125 of the crankcase 120 described above. The oil tank 165 includes a second oil pan member 160 having a substantially flat bottom surface, a space between the flat bottom surface and the lower surface of the first oil pan member 150, a front wall 121 of the crankcase 120, The space between the chain cover 111 and the space 125 between the inner wall 123 and the outer wall 124 on both sides of the crankcase 120 is included as an internal volume, and the axis of the crankshaft 112 of the engine body 100 is included. It is substantially symmetrical with respect to the center plane. In the oil tank 165, the oil level OL when the engine is stopped is higher than the lower surface of the mounting flange 123f of the first oil pan member 150, in other words, the maximum oil level position that the oil can take. The internal volume is determined so as to leave the space above the space 125 and the oil filling amount is determined. Thus, an oil mist separation chamber is formed by the residual upper space left above the oil surface OL. Hereinafter, the oil mist separation chamber in this embodiment is referred to as a first oil mist separation chamber 201A.

  In the present embodiment, a scavenge pump 170 that transfers oil collected in the main oil receiving portion 155 to the oil tank 165 is provided inside the crankcase so as to be driven by one of the pair of balance shafts 114. ing. The feed pump 180 that supplies the oil stored in the oil tank 165 into the engine body 100 is also disposed inside the crankcase so as to be driven by the other of the pair of balance shafts 114.

  A driven gear provided on one of the pair of balance shafts 114 is driven by a drive gear press-fitted into a counterweight of the crankshaft 112. As is well known, the pair of balance shafts are rotated in opposite directions in synchronization with each other by a driven gear (not shown) that meshes with each other.

  The suction port of the scavenge pump 170 is connected to an oil strainer 171 opened close to the upper surface of the first oil pan member 150 forming the main oil receiving portion 155 via the suction pipe 172, and the scavenge pump The discharge port 170 is connected to the first discharge pipe 174. Further, the first discharge pipe 174 is connected to the inlet of a centrifugal gas-liquid separator 175 as a first defoaming means, and an oil strainer disposed in the oil tank 165 is connected to the outlet of the gas-liquid separator 175. A second discharge pipe 176 serving as a later-described pipe that opens near the suction port 181 is connected.

  Further, the suction port of the feed pump 180 is connected to an oil strainer 181 that is opened close to the second oil pan member 160 constituting the oil tank 165 via a suction pipe 182. Further, the discharge port of the feed pump 180 is connected to a supply passage for lubrication or hydraulic oil formed in the crankcase 120 or the cylinder block 110, and to a discharge pipe (not shown) communicating with an oil filter (not shown) in this figure. ing. Reference numeral 190 denotes a bottom surface of the oil tank 165, in other words, a partition wall provided upright on the second oil pan member 160. The partition wall 190 is positioned downstream of the oil flow path and in which the oil strainer 181 is disposed. It is for defining.

  Further, the inner wall 123 of the crankcase 120 is formed with a pressure adjusting hole 202 that communicates the first oil mist separation chamber 201A and the inside of the crankcase. Of the inner wall 123 in which the pressure adjusting hole 202 is formed, the inner wall 123 on the oil scooping side by the crankshaft 112 (left side when the crankshaft 112 rotates clockwise in FIG. 2) A shielding member 203 is provided. The oil shielding member 203 is for preventing the oil splash shaken off by the rotation of the crankshaft 112 from directly entering the first oil mist separation chamber 201A through the pressure adjusting hole 202.

  On the other hand, a second oil mist separation chamber 204 having a predetermined internal space volume is integrally or separately provided on one side of the cylinder block 110. Further, a blow-by gas passage 205 for communicating the second oil mist separation chamber 204 and the first oil mist separation chamber 201A is integrally formed on one side of the cylinder block 110, and this blow-by gas The passage 205 communicates with a communication hole 206 that is opened at a joint surface of the crankcase 120 with the cylinder block 110.

  Here, the oil supply operation of the embodiment configured as described above will be generally described. During the operation of the engine 100, the oil in the oil tank 165 is sucked up by the feed pump 180 through the oil strainer 181 and passes through an oil filter (not shown) to a supply passage formed in the crankcase 120 or the cylinder block 110. Supplied. Then, the oil supplied to the lubricated part or the hydraulic operating part is then collected in the oil receiving part 155 inside the crankcase 120 according to the gravity. Further, the oil collected in the oil receiving portion 155 is sucked into the scavenge pump 170 through the oil strainer 171 together with other blow-by gas, and the gas-liquid separator 175 disposed downstream of the scavenge pump 170 and the second It is discharged through a discharge pipe 176 to a storage chamber in which an oil strainer 181 is disposed. Therefore, the oil defoamed from the scavenge pump 170 through the gas-liquid separator 175 is guided to the vicinity of the suction port of the oil strainer 181 by the second discharge pipe 176, and therefore, the feed pump 180 is not re-entrained. Will be sucked.

  In addition, the oil returned directly from the cylinder head 130 to the oil tank 165 via the oil return passage 115 flows through the oil passage, and enters the oil strainer 181 disposed in the accommodation chamber at the downstream end of the oil passage. Then, it is sucked up by the feed pump 180 and supplied again into the engine 100 by the feed pump 180.

  At this time, when bubbles such as blow-by gas are mixed in the oil, the bubbles are degassed by the gas-liquid separator 175 or passed through the oil flow path of a relatively long path. Is effectively defoamed. The defoamed bubbles gather in the first oil mist separation chamber 201A formed in the space 125 above the oil level OL in the oil tank 165. Thus, the bubble-containing oil discharged from the scavenge pump 170 is prevented from being directly sucked into the feed pump 180, and it takes a considerable time to pass through a relatively long oil passage. Supply of oil mixed with bubbles by the pump 180 is suppressed.

  Next, the blow-by gas processing system in the present embodiment will be described with reference to FIG. In the present embodiment, the second oil mist separation chamber 204 described above is communicated with an intake manifold surge tank 209 downstream of the throttle valve 208 via a PCV valve 207. A port 210 whose working pressure changes according to the opening position of the throttle valve 208 is communicated with the cylinder head cover 140. Thus, when the engine with a small opening of the throttle valve 208 is lightly loaded, the blow-by gas from which the oil mist is separated from the second oil mist separation chamber 204 by the intake pipe negative pressure via the PCV valve 207 (see FIG. 3). (Indicated by a solid arrow) is taken into the intake manifold surge tank 209 and introduced into the combustion chamber together with fresh air. At this time, atmospheric pressure acts on the port 210, and fresh air (indicated by a broken line arrow in FIG. 3) is introduced from the inside of the cylinder head cover 140 into the crankcase through the PCV passage 119, and further pressure regulation. The oil is introduced into the first oil mist separation chamber 201 </ b> A formed in the crankcase 120 through the hole 202.

  On the other hand, at the time of high engine load when the opening of the throttle valve 208 becomes large, the same pressure as the intake manifold surge tank 209 acts on the port 210, the introduction of fresh air is stopped, and a large flow rate of blow-by gas is generated. The oil is drawn into the intake manifold surge tank 209 through the first oil mist separation chamber 201A and the second oil mist separation chamber 204 and processed.

  In the above-described blow-by gas processing, the blow-by gas containing the oil mist inside the crankcase is introduced into the first oil mist separation chamber 201A through the pressure adjusting hole 202, and is replaced with the PCV passage 119. The fresh air introduced through is introduced into the crankcase. Thus, in the large-capacity first oil mist separation chamber 201A formed by the residual space, since the residence time is long, the oil mist having a relatively large particle size can be easily separated from the blow-by gas. Next, the first oil mist separation chamber 201A is introduced into the second oil mist separation chamber 204 through the communication hole 206 and the blow-by gas passage 205. In the blow-by gas passage 205 formed in the cylinder block 110, Since the blow-by gas flows in a direction against gravity, even if oil mist having a relatively large particle size remains in the blow-by gas, the separation is relatively easy. In the first oil mist separation chamber 201A and the blow-by gas passage 205, the oil mist having a relatively small particle diameter that is not sufficiently separated is almost captured in the second oil mist separation chamber 204, and is separated from the blow-by gas. Is sufficiently separated. Thus, since oil removal is greatly reduced, oil consumption can be effectively reduced.

  Thus, in the present embodiment, the first oil mist separation is performed by the oil surface upper space of the oil tank 165 that surrounds the inside of the crankcase defined by the inner wall 123 of the crankcase 120 in a substantially U shape in plan view. Since the chamber 201A is configured, the volume of the chamber 201A can be increased, and the oil mist can be separated effectively.

  In addition, the first oil mist separation chamber 201A formed in a substantially U shape in plan view in the above-described embodiment may be modified to be configured as the first oil mist separation chamber 201B. The first oil mist separation chamber 201B is provided between the inner wall 123 and the outer wall 124 of the crankcase 120 located on the intake side of the engine to which the intake manifold surge tank 209 described above is attached, and the lower end portion is an oil surface. The partition wall 220 extending to the lower side of the OL forms the space portion 125, and thus the remaining upper space left above the oil surface OL in the vertical direction (see FIG. 4). The first oil mist separation chamber 201B is connected to the pressure regulating hole 202 and the communication hole 206, which is the same as the first oil mist separation chamber 201A in the above-described embodiment. Therefore, the processing action of the blow-by gas in this modification is the same as that described above for the first oil mist separation chamber 201A, and the first oil mist separation chamber 201A in the above description is simply replaced with the first oil mist separation chamber 201A. What is necessary is just to replace with the separation chamber 201B. In this modification, for example, when fresh air flows into the oil surface upper space of the oil tank 165 from the oil return passage or the passage in the chain cover, it directly enters the blow-by gas passage 205 without ventilating the inside of the crankcase. It can be prevented from coming off and the inside of the crankcase can be reliably ventilated. However, in this modified example, in order to ventilate the remaining upper space left above the oil surface OL, which is not configured as the first oil mist separation chamber 201B in the oil tank 165, It is necessary to further provide a pressure adjusting hole that communicates with each other.

It is a longitudinal cross-sectional schematic diagram which shows embodiment which the lubrication apparatus which concerns on this invention was integrated integrally. It is a cross-sectional schematic diagram which shows embodiment in which the lubrication apparatus which concerns on this invention was integrated. It is a block diagram which shows the processing system of the blow-by gas in embodiment of the engine integrated dry sump lubrication apparatus which concerns on this invention. It is a perspective view for demonstrating the modification of the 1st oil mist separation chamber in embodiment of the engine integrated dry sump lubrication apparatus which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Engine main body 110 Cylinder block 111 Chain cover 112 Crankshaft 113 Driven gear 114 Balance shaft 115 Drive gear 116 Piston 118 Connecting rod 119 Oil return passage 120 Crankcase 121 Front wall 122 Rear wall 123 Inner side wall 124 Outer side wall 125 Space part 127 Bottom wall 129 Opening portion 130 Cylinder head 140 Head cover 150 First oil pan member 155 Main oil receiving portion 160 Second oil pan member 165 Oil tank 170 Scavenge pump 171 Oil strainer 174 Discharge pipe 176 Discharge port 180 Feed pump 181 Oil strainer 190 Partition Wall 201A, 201B First oil mist separation chamber 202 Pressure adjusting hole 203 Shielding Member 204 Second oil mist separation chamber 205 Blow-by gas passage

Claims (2)

Engine-integrated dry sump comprising an oil receiving portion formed at the lower portion of the engine, a scavenge pump that transfers oil in the oil receiving portion to an oil tank, and a feed pump that supplies oil stored in the oil tank into the engine A lubrication device,
A crankcase formed such that at least both sides parallel to the crankshaft axis are provided with an inner wall and an outer wall, and a space that is open between both of them.
A first oil pan member attached to the lower surface of the inner wall of the crankcase and forming the oil receiving portion;
A second oil pan member that is attached to the lower surface of the outer wall of the crankcase and that covers the first oil pan member from below while having a predetermined distance, and constitutes the oil tank;
The oil tank is filled with oil so that the oil surface of the oil is positioned so as to leave a space above the space portion, and a first oil mist separation chamber is formed by the residual space,
A pressure adjusting hole for communicating the first oil mist separation chamber and the inside of the crankcase is formed in an inner wall of the crankcase, and a second oil mist separation chamber provided in a side portion of the cylinder block. And an engine-integrated dry sump lubrication device, wherein a blow-by gas passage communicating with the first oil mist separation chamber is formed in the cylinder block.   The first oil mist separation chamber is formed between the inner wall and the outer wall, and a lower end portion is formed by partitioning the residual space in a vertical direction by a partition wall extending below the oil surface of the oil. 2. The engine-integrated dry sump lubrication device according to claim 1, wherein the engine-integrated dry sump lubrication device is disposed on an intake side of the engine together with the second oil mist separation chamber.

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