JP6627411B2 - Engine lubrication structure and motorcycle - Google Patents

Description

  The present invention relates to a lubrication structure for an engine having a supercharger and a motorcycle.

  Some motorcycles provided with a supercharger use exhaust of an engine as a drive source of the supercharger. In such a motorcycle, an exhaust manifold is attached to an exhaust port formed in a cylinder head, and a supercharger (turbocharger) is attached to the exhaust manifold.

  Normally, in a supercharger, appropriate lubrication is performed by supplying a part of oil circulating in the engine to a driving portion of the supercharger (for example, see Patent Document 1). In the lubricating structure of the supercharger described in Patent Literature 1, oil pumped from an oil pan by a pump is supplied to a main gallery via an oil cooler and an oil filter. Oil is supplied to the supercharger by branching from an oil passage before the oil cooler.

JP-A-61-47436

  In Patent Literature 1, oil pumped by a pump is directly supplied to a supercharger without passing through an oil cooler and an oil filter. For this reason, the pressure of the oil that has reached the main gallery via the oil cooler and the oil filter is not sufficiently ensured, and the oil supply from the main gallery to each shaft in the engine may be insufficient. .

  The present invention has been made in view of the above circumstances, and has as its object to provide an engine lubrication structure and a motorcycle that can appropriately supply oil to each shaft and also realize lubrication of a supercharger. And

Lubricating structure for an engine according to the present invention, the respective portions of the engine crankshaft parallel to the balancer shaft is arranged relative to the crankcase, a lubrication structure of engine for a vehicle for supplying oil from the oil pump , comprising a supercharger for compressing intake air using the exhaust of the engine, the crankcase, the main gallery which supplies a bearing of the crankshaft oil to the bearing of the balancer shaft, the bearing of the balancer shaft A sub-gallery for supplying oil supplied to the engine to each part of the engine, a first oil passage for supplying oil from the main gallery to a bearing of the crankshaft, and a first oil passage provided separately from the first gallery, A second oil passage for supplying oil from the main gallery to the balancer shaft; Provided separately from the oil passage and the second oil passage, anda third oil passage for supplying oil to the sub-gallery from the bearing of the balancer shaft, the sub-gallery, the supercharging A fourth oil passage for supplying oil to the machine is connected.

  According to this configuration, high oil pressure is sent from the oil pump to the main gallery, and high oil pressure is supplied from the main gallery to the bearings of the balancer shaft. Further, oil is sent from the bearing of the balancer shaft to each shaft and the supercharger via the sub-gallery and the oil passage, so that high-oil-pressure oil can be effectively used. As described above, by connecting the oil passage for the supercharger to the sub gallery, it is possible to appropriately supply oil to each shaft and to realize lubrication of the supercharger. In addition, since the oil path for the bearing of the balancer shaft and the sub gallery is shared, it is not necessary to form an independent oil passage in the crankcase. Therefore, the arrangement of individual pipes is eliminated, the weight and the number of processing steps are not increased, and the oil passage can be further shortened.

  In the lubricating structure for an engine according to the present invention, it is preferable that the sub gallery is provided with a piston jet for jetting oil toward a piston. According to this configuration, since the oil pressure of the oil that has passed through the bearing of the balancer shaft is high, the oil can be supplied to the piston jet from the sub gallery and reused for cooling the piston.

  Further, in the engine lubrication structure according to the present invention, it is preferable that the balancer shaft is provided below the sub gallery, and the main gallery is provided below the balancer shaft. According to this configuration, the oil passage from the main gallery to the balancer shaft and the oil passage from the balancer shaft to the sub gallery can be provided linearly. Therefore, these oil passages are shortened and a decrease in oil pressure is suppressed.

Further, in the engine lubrication structure according to the present invention, an oil return passage for returning oil supplied to the supercharger to the crankcase is connected to the crankcase, and the balancer shaft is connected to the crankcase. It is preferable that the oil return passage is disposed in front of the shaft with respect to the vehicle, and is connected to a wall surface of a balancer chamber that houses the balancer shaft. According to this configuration, since the oil return passage is connected to the wall surface of the balancer chamber, when the oil lubricating the inside of the turbocharger returns to the inside of the crankcase, the oil flows down along the wall surface of the balancer chamber. Therefore, the oil is not agitated, and the scattering of the oil and the generation of bubbles can be suppressed.

  Further, the motorcycle according to the present invention preferably includes a lubrication structure for the engine.

  According to the present invention, by connecting the oil passage for the supercharger to the sub gallery, it is possible to appropriately supply oil to each shaft and to realize lubrication of the supercharger.

FIG. 1 is a side view showing a schematic configuration of an engine of a motorcycle according to the present embodiment. FIG. 2 is a front view around the engine shown in FIG. 1. It is a front view of the engine provided with the supercharger concerning this embodiment. It is a perspective view of the engine provided with the supercharger concerning this embodiment. It is a front view of the crankcase concerning this Embodiment. FIG. 3 is a side view when a clutch cover is removed from the engine according to the present embodiment. FIG. 6 is a sectional view when the crankcase shown in FIG. 5 is cut along line AA. FIG. 6 is a cross-sectional view when the crankcase shown in FIG. 5 is cut along the line BB.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following, an example in which the supercharger and the lubrication structure of the engine according to the present invention are applied to a motorcycle will be described, but the application target is not limited to this and can be changed. For example, the supercharger and engine lubrication structure according to the present invention may be applied to other types of motorcycles, buggy-type motorcycles, and motorcycles. In addition, the direction of the vehicle is indicated by an arrow FR at the front of the vehicle, an arrow RE at the rear of the vehicle, an arrow L at the left side of the vehicle, and an arrow R at the right side of the vehicle. In the following drawings, some components are omitted for convenience of explanation.

  The schematic configuration of the motorcycle according to the present embodiment will be described with reference to FIGS. FIG. 1 is a side view showing a schematic configuration of the engine of the motorcycle according to the present embodiment. FIG. 2 is a front view around the engine shown in FIG. FIG. 3 is a front view of an engine including the supercharger according to the present embodiment. FIG. 4 is a perspective view of an engine including the supercharger according to the present embodiment. Note that, in FIGS. 1 and 2, a supercharger and some components are omitted for convenience of description.

  As shown in FIGS. 1 and 2, the motorcycle according to the present embodiment is a motorcycle provided with a supercharger 2 (see FIG. 3) using an exhaust of an engine 1 as a drive source, that is, a so-called turbocharger. The engine 1 is a two-cylinder, four-cycle internal combustion engine. The engine 1 accommodates components such as a piston (not shown) in a cylinder assembly 12 including a cylinder block 10 and a cylinder head 11, and attaches a cylinder head cover 13 to an upper end of the cylinder assembly 12 (cylinder head 11). Be composed. A crankcase 4 that accommodates a crankshaft (not shown) is attached to a lower rear portion of the cylinder assembly 12.

  The crankcase 4 is configured to be vertically splittable, and has an upper upper case 40 and a lower lower case 41. By combining the upper case 40 and the lower case 41, a space for accommodating various shafts is formed in the crankcase 4. The front upper portion of the upper case 40 is opened, and the cylinder block 10 is attached to the upper case 40 so as to close the opening. The lower case 41 is opened downward, and the oil pan 5 is attached to the lower case 41 so as to close the opening.

  An oil cooler 14 for cooling oil in the engine 1 and an oil filter 15 for filtering dirty oil are attached to the front of the lower case 41 (both shown in FIG. 3). As shown in FIG. 3, in the front part of the lower case 41, the oil cooler 14 is provided on the right side, and the oil filter 15 is provided on the left side.

  Openings are respectively formed on the left and right sides of the crankcase 4. A magnet cover 16 (not shown in FIG. 1) that covers the magnet (not shown) is attached to the left opening, and a clutch cover 17 that covers the clutch (not shown) is attached to the right opening.

  The engine 1 according to the present embodiment is a water-cooled engine, and the engine 1 is provided with a water pump 18 that sends cooling water to the engine 1. The water pump 18 is provided on the side surface of the crankcase 4 in front of the clutch cover 17. Although not shown, a side stand for supporting the vehicle body (engine 1) is provided at the lower left of the crankcase 4.

  As shown in FIGS. 3 and 4, in front of the engine 1, a supercharger 2 is arranged close to (adjacent to) the front surface of the crankcase 4. The supercharger 2 has a housing body 23 in which an exhaust manifold (hereinafter, referred to as a manifold portion 21) and a turbine housing (hereinafter, referred to as a housing portion 22) described later are integrally formed by casting. The turbocharger 2 is fixed to the engine 1 by attaching the manifold portion 21 to the exhaust port of the engine 1.

  The housing portion 22 is formed in a cylindrical shape whose axial direction is the vehicle width (left / right) direction, and houses a turbine (not shown) inside. The manifold 21 is connected to the upper side of the cylindrical surface of the housing 22. The manifold portion 21 has a pair of pipes 21a that are branched into two upwards from a portion connected to the housing portion 22. The tip of each pipe 21 a is connected to two exhaust ports formed on the front side of the cylinder head 11.

  An exhaust pipe (not shown) is connected to the right end side of the housing part 22. On the left end side of the housing part 22, a bearing housing 24 that accommodates a bearing (both not shown) of the turbo shaft is provided. On the left side of the bearing housing 24, a compressor housing 25 for housing a compressor (not shown) is provided.

  One end of an inlet pipe 24 a that supplies oil from the crankcase 4 to the supercharger 2 is connected to an upper portion of the bearing housing 24, and the other end of the inlet pipe 24 a is connected to the upper case 40. More specifically, a connection port 40a for the inlet pipe 24a is formed in the upper case 40 on the right front side. The connection port 40a is formed to protrude forward from the right end side of a sub gallery 48 described later in a cylindrical shape (see FIG. 8).

  The inlet pipe 24a extends leftward from the connection port 40a in the extending direction of the sub gallery 48, and then bends downward to go under the housing portion 22. At this time, the inlet pipe 24a passes below the operating shaft 28 so as not to overlap the movable range of the operating shaft 28 of the waste gate valve 26 described later. The inlet pipe 24a extends upward from the housing portion 22 and is connected to the upper end of the bearing housing 24.

  Further, one end of an outlet pipe 24b for returning oil lubricating the inside of the supercharger 2 to the crankcase 4 is connected to a lower portion of the bearing housing 24, and the other end of the outlet pipe 24b is connected to the lower case 41. ing. More specifically, a connection port 41a for the outlet pipe 24b is formed in the front center of the lower case 41. The connection port 41 a is formed below the turbocharger 2 on the front side of the lower case 41.

  The turbo shaft extends in the vehicle width direction from the housing portion 22 to the compressor housing 25, and has a turbine fixed at one end (right end) and a compressor fixed at the other end (left end). Thereby, the turbine and the compressor are configured to be integrally rotatable around the turbo shaft.

  Below the compressor housing 25, a waste gate valve 26 is provided. The wastegate valve 26 plays a role in adjusting the amount of exhaust gas flowing into the turbine (housing section 22). The waste gate valve 26 has a main body 27 that detects the pressure in the compressor housing 25 and adjusts the exhaust flow rate in the housing 22. The main body 27 is provided below the compressor housing 25, and an operating shaft 28 extending toward the housing 22 is attached to the main body 27.

  The operating shaft 28 has a valve body (not shown) attached to a tip end on the housing part 22 side. When the operating shaft 28 is operated by the main body 27, the valve body is opened and closed, and the flow rate of the exhaust gas in the housing 22 is adjusted. For example, when the supercharging pressure rises sharply, the valve body is opened by operating the operating shaft 28 by the main body 27, and the amount of exhaust gas flowing into the housing 22 is adjusted to be small.

  A compressor pipe (not shown) that introduces air that has passed through an air cleaner (not shown) into the supercharger 2 is connected to a left end of the compressor housing 25. An intake pipe (not shown) for introducing air compressed in the compressor housing 25 into the engine 1 is connected to an upper portion of the compressor housing 25.

  In the motorcycle provided with the supercharger 2 configured as described above, exhaust from the engine 1 is introduced into the housing portion 22 through the manifold portion 21 in response to the throttle operation of the occupant, while outside air is Is introduced into the compressor housing 25 through an air cleaner and a compressor pipe.

  In the housing section 22, the turbine is rotated at a high speed by the flow of the exhaust gas, and the exhaust gas is discharged to the outside through an exhaust pipe. In the compressor housing 25, the air is compressed by the rotation of the compressor according to the rotation of the turbine. The compressed air is introduced into the engine 1 through an intake pipe.

  As described above, by compressing the air with the supercharger 2, the air-fuel mixture having a total displacement equal to or larger than the total displacement of the engine 1 can be sent into the engine 1, and the output of the engine 1 can be increased.

  A part of the oil circulating in the engine 1 is supplied from the sub gallery 48 to the supercharger 2 (the bearing housing 24) through the inlet pipe 24a. Thereby, the turboshaft and the bearing are lubricated. The oil after lubricating the supercharger 2 is returned into the crankcase 4 (oil pan 5) through the outlet pipe 24b. The cross-sectional area of the outlet pipe 24b is larger than the cross-sectional area of the inlet pipe 24a. For this reason, the flow path resistance at the time of returning the oil is reduced, and the return of the oil from the supercharger 2 can be performed smoothly.

  Incidentally, in a conventional motorcycle equipped with a so-called turbocharger that compresses intake air by using exhaust gas of an engine, a supercharger is provided in front of an oil pan. In this case, if the drive shaft (turbo shaft) of the supercharger is at a position lower than the oil level in the oil pan, the oil lubricated in the supercharger will not easily return to the oil pan. For this reason, a dedicated oil pump (scavenging pump) is separately provided in the oil return passage of the supercharger, and the oil after lubricating the supercharger is forcibly returned to the oil pan.

  In particular, the supercharger is a component that generates a great deal of heat (for example, 800 ° C. or higher). If oil stays in the supercharger after the engine is stopped, the deterioration of the oil is not only accelerated by the heat, but also the bearing is damaged. There is a problem of burning. For this reason, it is desirable to immediately drain the oil from the turbocharger after the engine stops.

  Therefore, in the present embodiment, an oil passage (the connection port 40a and the inlet pipe 24a) for the supercharger 2 is formed in the sub gallery 48 that supplies oil to each shaft in the engine 1. This makes it possible to supply oil with sufficiently high oil pressure to each shaft, and also to supply oil to the supercharger 2. Further, since the connection port 41a of the outlet pipe 24b is provided at a position lower than the supercharger 2, it is possible to smoothly discharge the oil in the supercharger 2 by utilizing the own weight of the oil. I have.

  Next, with reference to FIG. 5 to FIG. 8, a description will be given of a shaft arrangement and an oil supply path in the engine according to the present embodiment. FIG. 5 is a front view of the crankcase according to the present embodiment. FIG. 6 is a side view when the clutch cover is removed from the engine according to the present embodiment. FIG. 7 is a cross-sectional view when the crankcase shown in FIG. 5 is cut along the line AA. FIG. 8 is a cross-sectional view when the crankcase shown in FIG. 5 is cut along the line BB.

  First, the shaft arrangement will be described. As shown in FIGS. 5 and 6, in the crankcase 4, in addition to the crankshaft 30, various shafts for transmitting the driving force of the engine 1 are housed. Hereinafter, the positions of the various shafts will be described with reference to the position of the crankshaft 30. The crankshaft 30 is housed slightly forward of the center of the crankcase 4. Two pistons are attached to the crankshaft 30 via connecting rods in the axial direction (both are not shown).

  A countershaft 31 is provided obliquely above the rear of the crankshaft 30. At the right end of the counter shaft 31, a clutch (not shown) is provided. A drive shaft 32 is provided diagonally below and behind the counter shaft 31. The drive shaft 32 is provided with various gears for shifting. Around the crankshaft 30, a plurality (two in the present embodiment) of balancer shafts 33 for reducing the rotational vibration of the engine 1 are provided.

  The balancer shaft 33 includes a first balancer shaft 34 disposed in front of the crankshaft 30 and a second balancer shaft 35 disposed below (directly below) the crankshaft 30. The first balancer shaft 34 and the second balancer shaft 35 extend along the axial direction of the crankshaft 30. The first balancer shaft 34 and the second balancer shaft 35 are formed so that an angle between a straight line connecting the first balancer shaft 34 and the crankshaft 30 and a straight line connecting the second balancer shaft 35 and the crankshaft 30 is substantially a right angle. Are located.

  Further, as shown in FIG. 7, in the present embodiment, a first balancer shaft 34, a crankshaft 30, and a drive shaft 32 are arranged on the mating surface of the upper case 40 and the lower case 41. More specifically, three bearings are formed side by side in the front-rear direction on the mating surface of the upper case 40 and the lower case 41, and the first balancer shaft 34, the crankshaft 30, and the drive shaft 32 are located on each bearing. Further, the second balancer shaft 35 is supported by the lower case 41 and the balancer housing 6 that houses the second balancer shaft 35. A bearing is formed on the mating surface of the lower case 41 and the balancer housing 6, and the second balancer shaft 35 is disposed on the bearing.

  The lower case 41 and the balancer housing 6 are formed with a plurality of (only two shown in FIG. 7) through holes 42 and 60 through which the fastening bolts 7 are inserted. The plurality of through holes 42 and 60 are formed at positions sandwiching the crankshaft 30 or the second balancer shaft 35 in front and rear. Further, screw holes (not shown) are formed in the upper case 40 at positions corresponding to the plurality of through holes 42 and 60. By inserting the tightening bolt 7 into the through holes 42 and 60 from below the balancer housing 6 and screwing the tightening bolt 7 into the upper case 40, the upper case 40, the lower case 41, and the balancer housing 6 are integrally fixed. You.

  Here, the oil passage in the crankcase 4 will be described. As shown in FIG. 7, the lower case 41 is provided with a main gallery 43 that constitutes a part of an oil passage in the engine 1 below the first balancer shaft 34 and in front of the second balancer shaft 35. ing. The main gallery 43 is formed to extend in the left-right direction.

  In the lower case 41, oil passages 44, 45 for supplying oil from the main gallery 43 to the crankshaft 30 and the first balancer shaft 34, and an oil passage 46 for supplying oil from the crankshaft 30 to the second balancer shaft 35. Is formed. Further, an oil passage 47 for supplying oil to the drive shaft 32 is formed in the oil passage 46. The oil passages 46 and 47 are formed so as to obliquely penetrate the plurality of through holes 42 described above. Thereby, the through hole 42 for the tightening bolt 7 can be used as a part of the oil passage.

  On the other hand, in the upper case 40, a sub gallery 48 is provided above the first balancer shaft 34. The sub gallery 48 is formed to extend in the left-right direction. Further, an oil passage 49 for supplying oil from the main gallery 43 to the sub gallery 48 through the first balancer shaft 34 is formed in the upper case 40.

  In the present embodiment, oil stored in oil pan 5 is pumped up by an oil pump and supplied to main gallery 43. The oil supplied to the main gallery 43 is supplied to each shaft and bearing while maintaining a sufficient pressure. The oil supplied to the first balancer shaft 34 is supplied to the sub gallery 48 through the oil passage 49.

  The oil supplied to the sub gallery 48 is supplied from the connection port 40a of the inlet pipe 24a to the supercharger 2 (see FIG. 3) through the inlet pipe 24a. Further, as described later, oil is also supplied to the piston jet 50 (see FIG. 8). As described above, the oil that has lubricated the bearings of the first balancer shaft 34 is reused for lubricating the supercharger 2 and the piston jet 50. As described above, it is possible to supply oil to each part in the engine 1.

  In the present embodiment, the main gallery 43 and the sub gallery 48 are provided in the empty space near the two balancer shafts 33 in the above-described axial arrangement. That is, the first balancer shaft 34 is provided below the sub gallery 48, and the main gallery 43 is provided below the first balancer shaft 34. This makes it possible to form the oil passage to each shaft (bearing) with a straight through hole. Therefore, the oil passage can be formed by simple boring, and the number of processing steps can be reduced.

  In particular, since the oil passage 45 from the main gallery 43 to the first balancer shaft 34 and the oil passage 49 from the first balancer shaft 34 to the sub gallery 48 can be linearly provided, the oil passages 45 and 49 are shortened. A decrease in oil pressure can be suppressed.

  Further, since the crankshaft 30 and the second balancer shaft 35 are arranged adjacent to each other in the lower case 41, an oil passage can be easily formed between the crankshaft 30 and the second balancer shaft 35 by drilling. . Therefore, the weight of the crankcase 4 can be reduced as compared with a configuration in which a separate oil passage is formed using the waste of the crankcase 4.

  Further, as shown in FIG. 8, a part of the oil sent to the sub gallery 48 advances to the back in the sub gallery 48 and is supplied to the piston jet 50. Oil is injected from the piston jet 50 toward the piston (not shown) to cool the piston. Although the oil pressure in the sub gallery 48 decreases due to the supply of oil to the piston jet 50, the lubrication path from the main gallery 43 (see FIG. 7) to the sub gallery 48 is lubricated from the main gallery 43 to the bearing of the crankshaft 30. It is different from the route. Therefore, it is possible to suppress the influence of the decrease in the oil pressure by the piston jet 50 on the oil pressure of the bearing of the crankshaft 30.

  Further, since the piston jet 50 is an open end, when the engine 1 is stopped and the driving of the oil pump is stopped, the air in the crankcase 4 is sucked by the piston jet 50 and the sub gallery 48 and the inlet pipe 24a ( 3) is led to the supercharger 2 (see FIG. 3). Thus, when the oil in the oil passage is replaced with air, the air can be smoothly introduced into the oil passage. As a result, smooth oil discharge is possible. Thus, it is difficult for the oil to be clogged in the oil passage.

  Further, since the sub gallery 48 is positioned above the oil surface in the crankcase 4, the connection port 40a (see FIG. 7) of the inlet pipe 24a can be arranged above the oil surface. Thereby, the degree of freedom of arrangement of the connection port 41a of the outlet pipe 24b provided below the connection port 40a of the inlet pipe 24a can be increased.

  The oil return passage (the outlet pipe 24b and the connection port 41a) is connected to a wall surface of the balancer chamber that houses the first balancer sun shaft 34. Thus, when the oil that has lubricated the inside of the turbocharger returns to the inside of the crankcase 4, the oil flows down along the wall surface of the balancer chamber. Therefore, the oil is not agitated, and the scattering of the oil and the generation of bubbles can be suppressed.

  As described above, according to the present embodiment, the high oil pressure is sent from the oil pump to the main gallery 43, and the high oil pressure is supplied from the main gallery 43 to the bearings of the balancer shaft 33. Further, the oil is sent from the bearing of the first balancer shaft 34 to each shaft and the supercharger 2 via the sub-gallery 48 and each oil passage, so that oil with high oil pressure can be effectively used. As described above, by connecting the oil passage for the supercharger 2 to the sub gallery 48, oil can be appropriately supplied to each shaft and lubrication of the supercharger 2 can be realized. In addition, since the oil path for the bearing of the first balancer shaft 34 and the sub gallery 48 is shared, it is not necessary to form an independent oil passage in the crankcase 4. Therefore, the arrangement of individual pipes is eliminated, the weight and the number of processing steps are not increased, and the oil passage can be further shortened.

  Note that the present invention is not limited to the above embodiment, and can be implemented with various modifications. In the above embodiment, the size, shape, and the like illustrated in the accompanying drawings are not limited thereto, and can be appropriately changed within a range in which the effects of the present invention are exhibited. In addition, the present invention can be appropriately modified and implemented without departing from the scope of the object of the present invention.

  For example, in the embodiment described above, the two-cylinder engine 1 has been described, but the present invention is not limited to this configuration. The engine 1 may be configured by a single cylinder or an engine having three or more cylinders.

  Further, in the above embodiment, the water-cooled engine 1 has been described, but the invention is not limited to this configuration. The engine 1 may be an air-cooled engine or may be constituted by another type of engine.

  In the above-described embodiment, the sub gallery 48 is provided in front of the crankshaft 30; however, the present invention is not limited to this configuration. The sub gallery 48 may be provided behind the crankshaft 30.

  In the above-described embodiment, the configuration is such that the oil from the sub gallery 48 is supplied to the supercharger 2 and the piston jet 50, but the present invention is not limited to this configuration. The oil from the sub gallery 48 may be supplied to a cylinder head or the like.

  In the above embodiment, the oil in the engine 1 is supplied from the main gallery 43 to the sub gallery 48 via the bearing of the first balancer shaft 34, but the present invention is not limited to this configuration. For example, oil may be supplied directly from the main gallery 43 to the sub gallery 48.

  As described above, the present invention has an effect of appropriately supplying oil to each shaft and realizing lubrication of a supercharger. Particularly, the present invention has an effect of lubricating an engine having a supercharger. Useful for construction and motorcycles.

1 engine 2 supercharger 24a inlet pipe (oil passage)
24b outlet pipe (oil return passage)
Reference Signs 30 crankshaft 33 balancer shaft 34 first balancer shaft 35 second balancer shaft 4 crankcase 40a connection port (oil passage)
41a Connection port (oil return passage)
43 Main gallery 48 Sub gallery 50 Piston jet

Claims (5)

To each part of the engine crankshaft parallel to the balancer shaft is arranged relative to the crankcase, a lubrication structure of engine for a vehicle for supplying oil from the oil pump,
A supercharger that compresses intake air using exhaust gas of the engine,
The crankcase is,
A main gallery for supplying oil to the bearings of the crankshaft and the balancer shaft,
A sub gallery for supplying oil supplied to bearings of the balancer shaft to each part of the engine ;
A first oil passage for supplying oil from the main gallery to a bearing of the crankshaft;
A second oil passage that is provided separately from the first oil passage and supplies oil from the main gallery to the balancer shaft;
A third oil passage that is provided separately from the first oil passage and the second oil passage and that supplies oil to the sub-gallery from a bearing of the balancer shaft;
A fourth oil passage for supplying oil to the supercharger is connected to the sub gallery.   The engine lubrication structure according to claim 1, wherein the sub gallery is provided with a piston jet that jets oil toward a piston. The balancer shaft is provided below the sub gallery,
The engine lubrication structure according to claim 1, wherein the main gallery is provided below the balancer shaft. An oil return passage that returns oil supplied to the supercharger to the crankcase is connected to the crankcase,
The balancer shaft is disposed in front of the crankshaft in the vehicle ,
The engine lubrication structure according to any one of claims 1 to 3, wherein the oil return passage is connected to a wall surface of a balancer chamber that houses the balancer shaft.   A motorcycle comprising the engine lubrication structure according to any one of claims 1 to 4.

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