JPH11153016A - Lubricating oil temperature-rising reducing device in engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce deterioration of lubricating oil by reducing splashing of lubrication oil caused by a gear arranged in the inside of a crank chamber, and suppressing excessive rising of lubricating oil temperature. SOLUTION: A valve system can gear 32 to which the rotation of the crankshaft 20 of an engine 1 is transmitted is arranged inside a crank chamber 3, and the inner wall part 41 of the crank chamber 3, which is positioned sideward of the valve system cam gear 32 is formed approximately concentrically with the valve system cam gear 32. When the valve system cam gear 32 splashes lubricating oil 13 collected in a lower part in the crank chamber 3, the lubricating oil 13 is to splash the inside of the crank chamber 3 by passing through an interval between the valve system cam gear 32 and the inner wall part 41 of the crank chamber 3. For preventing the splashing of the lubricating oil 13, partition plate 5 is arranged above the valve system cam gear 32, and a space 16 having wider length than the interval between the valve system cam gear 32 and the inner wall part 41 of the crank chamber 3, is formed by the partition plate 5 and the upper part 41a of the inner wall part 41 of the crank chamber 3.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for reducing an excessive rise of lubricating oil due to scattering of lubricating oil by gears arranged in a crank chamber.

[0002]

2. Description of the Related Art Conventionally, in order to reduce the overall height of an engine,
Alternatively, due to restrictions on mounting space, for example, as shown in FIG. 2, an inclined engine in which the cylinder axis direction of the engine is inclined with respect to a vertical axis and a horizontal axis has been proposed. In the inclined engine (1), the valve gear cam gear (32) and the governor gear (50) are driven by the crank gear (42).
Valve-operated cam gear due to space restrictions in the crankcase (3)
(32) is arranged below the crankcase (3).

[0003]

For this reason, in the above-mentioned inclined type engine (1), when the lubricating oil in the crank chamber (3) is near the upper limit level, the lower end of the valve gear (32) is lowered. It is immersed in the lubricating oil. Then, the valve gear (3)
The lubricating oil is splashed up by the rotation of 2) and the crankcase
(3) Spread all over.

As a result, part of the lubricating oil jumped up by the valve gear (32) reaches the inner surface of the cylinder (46) and the crankshaft (20) excessively, and the cylinder
After being heated by (46) and the crankshaft (20), it returns to the lower part of the crankcase (3).

As a result, the temperature of the lubricating oil stored in the lower portion of the crank chamber (3) rises excessively, which causes deterioration of the lubricating oil. SUMMARY OF THE INVENTION It is an object of the present invention to reduce the scattering of lubricating oil by gears disposed in a crankcase, suppress an excessive rise in lubricating oil temperature, and reduce the deterioration of lubricating oil.

[0006]

Means for Solving the Problems [Invention of claim 1] The invention of claim 1 is configured as follows, for example, as shown in FIGS. 1 to 3, in order to achieve the above object. It is. A gear (32) to which the rotation of the crankshaft (20) of the engine (1) is transmitted is disposed in the crankcase (3), and an inner wall portion (3) of the crankcase (3) located on the side of the gear (32). 41) Gears (32)
When the gear (32) jumps up the lubricating oil (13) stored in the crank chamber (3), the lubricating oil (1)
3) an engine which tries to fly into the crankcase (3) through the space between the gear (32) and the inner wall portion (41) of the crankcase (3), and A partition plate (5) is arranged on the upper portion (41a) of the partition (41), and the partition plate (5) and the crankcase (3) are arranged.
A space (16) having a depth greater than the distance between the gear (32) and the inner wall portion (41) of the crank chamber (3) is formed by the upper portion (41a) of the inner wall portion (41).

[Invention of Claim 2] The invention of Claim 2 is configured as follows, for example, as shown in FIG. 4, in order to achieve the above object. The gear (32) to which the rotation of the crankshaft (20) of the engine (1) is transmitted is disposed in the crankcase (3), and the inner wall portion of the crankcase (3) located on the side of the gear (32) ( 41) is formed in a shape along the gear (32), and when the gear (32) jumps up the lubricating oil (13) stored in the crank chamber (3), the lubricating oil (13) is ) And the inner wall portion (41) of the crankcase (3)
(3) An engine which is to be scattered inside, wherein a part (44) of an inner wall portion (41) of the crankcase (3) is expanded outward of the crankcase (3).

[0008]

The invention of claim 1 operates as follows, for example, as shown in FIGS. When the crankshaft (20) of the engine (1) rotates, its rotational force is transmitted to the gear (32), and the gear (32) rotates. When the lubricating oil (13) accumulated in the crank chamber (3) is jumped up by the rotation of the gear (32), the lubricating oil
(13) is an inner wall portion (41) of the gear (32) and the crank chamber (3).
To go to the upper side in the crankcase (3).

However, the lubricating oil (13) is
Due to the centrifugal force caused by the rotation of 2), the inner wall of the crank chamber (3)
The space (16) located in the upper portion (41a) of the (41) enters the back side of the space (16) and accumulates, and it is difficult to flow further upward.
In addition, the lubricating oil (13) collected in the space (16) is rotated by the gear (32) to cause the gear (32) and the crank chamber to rotate.
It blocks the flow of the lubricating oil (13) which tends to go upward through the space between the inner wall portion (41) of (3). As a result, the gear (32)
The amount of the lubricating oil (13) that tends to scatter into the crank chamber (3) due to the rotation of is reduced.

[Claim 2] The invention of claim 2 operates as follows, for example, as shown in FIG. That is, similarly to the first aspect of the invention, when the lubricating oil (13) accumulated in the crank chamber (3) is jumped up by the rotation of the gear (32), the lubricating oil (13) is (32) and crankcase
Attempts to pass between the inner wall portion (41) of (3) and the upper side in the crankcase (3).

However, the lubricating oil (13) is
Due to the centrifugal force caused by the rotation of 2), the liquid enters the bulging portion (44) at the deep side and accumulates, and it is difficult to flow further upward. Moreover, the lubricating oil (13) is supplied to the crankcase (3) by its own weight.
In order to return to the lower part of the lubrication oil (13), the rotation of the gear (32) causes the lubricating oil (13) to pass upward between the gear (32) and the inner wall portion (41) of the crank chamber (3). ), And the amount of lubricating oil (13) that tends to fly into the crank chamber (3) due to the rotation of the gear (32) is reduced.

[0012]

[Embodiment 1] The invention of the above-described embodiment 1 has the following effects because it is configured and operates as described above. That is, since the lubricating oil jumped up by the gears is less likely to scatter into the crank chamber due to the space located above the inner wall portion of the crank chamber, a part of the lubricating oil jumped up, Excessive temperature reaching the inner surface of the cylinder or the crankshaft and being excessively warmed by the cylinder or the crankshaft to reduce the temperature of the lubricating oil is reduced. Therefore, it is possible to reduce the deterioration of the lubricating oil due to the abnormal rise of the lubricating oil temperature due to the jumping up by the gear.

[Claim 2] The invention of claim 2 has the following effects since it is configured and operates as described above. In other words, the lubricating oil jumped up by the gears is reduced by the bulging portion toward the upper side of the crankcase through the space between the gears and the inner wall portion of the crankcase. Although it is a simple design change such as bulging the portion, similar to the invention of claim 1, a part of the lubricating oil jumped up by the gears,
Excessive temperature rise of the lubricating oil due to excessively reaching the inner surface of the cylinder and the crankshaft is reduced, thereby reducing deterioration of the lubricating oil.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of a lubricating oil temperature rise reduction apparatus for an engine according to the present invention will be described below with reference to FIGS. FIG. 1 is a schematic longitudinal sectional view showing an example of an inclined type engine to which the above-mentioned temperature raising device is applied, FIG. 2 is a schematic front longitudinal sectional view showing a main part of the engine, and FIG. Area view, FIG. 3 (B)
FIG. 3 is a schematic sectional view of a centrifugal governor device of the engine, and FIG.
(C) is an enlarged sectional view of an intermediate portion of the valve operating camshaft of the engine.

As shown in FIG. 2, the tilted engine (1) has a crankcase (3) integrally formed below a cylinder body (2) to form a cylinder block (4). At a lower position of (3), a mounting foot (7) for mounting the engine (1) to the base (6) is formed. The cylinder body (2) is inclined upward with respect to the horizontal axis (8) of the crank chamber (3), for example, at an inclination angle (θ) in the range of 30 ° to 35 °.

A cylinder head (10) and a head cover (11) are sequentially assembled on the upper side of the cylinder body (2), and a wedge-shaped head-side combustion chamber ( 12) is formed. The head side combustion chamber (12) is provided with a spark plug (14) and an intake valve and an exhaust valve [hereinafter referred to as an intake / exhaust valve] (15). Is configured to be operated by the valve operating mechanism (17). The valve shaft of the intake / exhaust valve (15) is inclined downward with respect to the cylinder axis (65) at an inclination angle (φ) in the range of, for example, 20 ° to 30 °.

A piston (18) is fitted inside the cylinder (46) of the cylinder body (2) so as to be slidable up and down. The piston (18) is connected to a crankshaft ( 20)
It is linked and linked. On the other hand, as shown in FIG. 3 (A), a crankcase cover (9) is attached to the front side (left side in FIG. 3 (A)) of the crankcase (3).

The crankshaft (20) is provided with a pair of front and rear crank arms (21) and (22), and a crank pin (23) is provided between the front and rear crank arms (21) and (22). is there. The front and rear crank arms (21) and (22) are provided with counterweights (21a) and (22a), respectively. Further, front and rear crank journals (24) and (25) are provided in front of and behind the front and rear crank arms (21) and (22). 9) and the rear wall (26) of the crank chamber (3).

A bearing metal (27) is provided on the crank pin (23).
The large end (28) of the connecting rod (19) of the piston (18) is fitted through the connecting rod cap (29) as shown in FIG. bolt
Fixed at (30). Also, the connecting rod large end (28)
The lower end of the crank chamber (3) is integrally formed with a downwardly projecting "h" -shaped oil depper (33), and the lower part of the crank chamber (3) is formed by the oil depper (33). The lubricating oil (13) stored in the tank is sprayed to lubricate.

As shown in FIG. 2, the valve operating mechanism (17)
It is configured as follows. That is, the head cover (11)
A rocker arm (34) is housed in a valve operating chamber (38), and the output end (34a) of the rocker arm (34) is in contact with the valve shaft head of the intake / exhaust valve (15). The input end (34b) is brought into contact with the head of the push rod (35). The lower end of the push rod (35) is connected to the valve camshaft via a tappet (36).
It is in contact with the cam face of the valve cam (37) provided in (39).

As shown in FIG. 3A, the front and rear ends of the valve operating cam shaft 39 are formed by the wall of the crank chamber cover 9 and the rear wall 26 of the crank chamber 3. Each of them is bearing, and is linked to the crankshaft (20) via a timing transmission (40). The intermediate portion (59) of the valve cam shaft (39)
As shown in FIG. 3 (C), the section is formed, for example, in an oval shape so as not to interfere with the oil depper (33).

The timing transmission (40) is constructed as follows. Front crank journal (24) for crankshaft (20)
In FIG. 3, a crank gear (42) is fixed as shown in FIG. On the other hand, the front journal (4
A valve gear cam gear (32) is fixed to 3), and the valve gear cam gear (32) is meshed with the crank gear (42). Also,
An idle gear (45) meshes with the crank gear (42), and a governor gear (50) meshes with the idle gear (45). The idle gear (45) is supported by the wall of the crank chamber cover (9).

On the other hand, as shown in FIG. 3B, the governor gear (50) is provided on the outer periphery of a governor case (49) of a centrifugal governor device, and the governor case (49) is provided with a governor case (49). It is rotatably supported on a shaft (48). A base end of a flyweight (51) is pivotally supported on the inner bottom of the governor case (49), and a claw (55) formed on the base end of the flyweight (51) is slidable. It is in contact with the tip of the governor lever shaft (53) via the cap (52). The slide cap (52) is swingably fitted to the distal end of the governor shaft (48). When the tip of the flyweight (51) swings outward by the rotation of the governor gear (50), the claw (55) of the flyweight (51) is moved through the slide cap (52) to the governor lever. The tip of the shaft (53) is pushed, and the opening of the throttle valve of the carburetor is adjusted via a transmission mechanism (not shown).

On the other hand, of the inner wall of the crank chamber (3),
A portion (41) located on the side of the valve gear (32) [FIG.
In the figure, the right side of the valve cam gear (32) is substantially concentric with the valve cam gear (32) in order to reduce the size of the crank chamber (3). Has been formed, and
The space between the valve gear and the cam gear (32) is relatively small.
The upper part (41) of the inner wall part (41) of the crank chamber (3)
A partition plate (5) is arranged in (a), and the partition plate (5) and the upper part (41a) of the inner wall part (41) of the crank chamber (3) have a space.
(16) is formed. The space (16) accommodates the valve gear (3)
It has a depth greater than the distance between 2) and the inner wall portion (41) of the crankcase (3).

The partition plate (5) is curved so that the lubricating oil (13) does not easily come out of the end of the partition plate (5) into the crank chamber (3). In addition, the said partition plate (5)
May be any as long as it can form the space (16), and may be configured to protrude from the outer wall (47) of the cylinder (46) in the crank chamber (3), for example.

On the other hand, when the crank gear (42) rotates, the valve gear cam gear (32) turns to the arrow (D) in FIG.
It rotates in the counterclockwise direction shown in FIG. Also,
When the lubricating oil (13) in the crank chamber (3) is near the upper limit level (for example, the state of FIG. 1), the lower end of the valve gear (32) is immersed in the lubricating oil (13). It has become.

When the valve cam gear (32) rotates, the lubricating oil (13) is jumped up by the valve cam gear (32), and a part of the lubricating oil (13) is transferred to the valve cam gear (32). (32) and the inner wall portion (41) of the crank chamber (3) tends to fly above the valve gear (32). However, the lubricating oil (13) is located in an upper portion (41a) of the inner wall portion (41) of the crank chamber (3) due to centrifugal force generated by the rotation of the valve gear (32).
(16) enters the back side and accumulates, and it is difficult to flow further upward. Moreover, the lubricating oil (13) accumulated in the space (16) causes the rotation of the valve cam gear (32) to cause a gap between the valve cam gear (32) and the inner wall portion (41) of the crank chamber (3). It obstructs the flow of the lubricating oil (13) that is going upward through.
As a result, the rotation of the valve gear (32) causes the crank chamber to rotate.
(3) The amount of the lubricating oil (13) that tends to scatter inside is reduced.

As a result, the lubricating oil (13) jumped up by the valve gear (32) excessively adheres to the inner surface of the cylinder (46) and the crankshaft (20) and is warmed. Returning to the lower part of (3), excessive increase in the temperature of the lubricating oil (13) stored in the lower part of the crank chamber (3) can be reduced.

FIG. 4 shows a second embodiment of the lubricating oil temperature rise reduction apparatus for an engine according to the present invention.
This will be described with reference to FIG. FIG. 4 is a diagram corresponding to FIG. In the second embodiment, the configuration is substantially the same as that of the first embodiment described above. The difference is that instead of providing the above-described partition plate (5), the inner wall portion ( Part of (41) (4
This is the point that 4) is bulged out of the crank chamber (3).

As a result, the space between the valve gear gear (32) and the inner wall portion (41) of the crank chamber (3) is increased only at the bulging portion (44). In addition, as shown in FIG. 4, the upper end surface of the bulging portion (44) has a large inclination angle with respect to the periphery of the valve gear cam gear (32), and the lubricating oil (13) has a large diameter. It is hard to flow from the upper end.

That is, the lubricating oil (13) jumped up by the valve gear (32) is connected to the valve gear (32) and the crank chamber.
The lubricating oil (13) passes through the space between the inner wall portion (41) of (3) and the upper side in the crank chamber (3). Centrifugal force causes the bulge (44) to enter the deep side. Then, the lubricating oil (13) attempts to return to the lower part of the crank chamber (3) by its own weight.

Then, the lubricating oil (13) to be returned is
The rotation of the valve cam gear (32) hinders the flow of the lubricating oil (13) that is going to pass upward between the valve cam gear (32) and the inner wall portion (41) of the crank chamber (3). . As a result, the amount of the lubricating oil (13) that tends to scatter into the crank chamber (3) due to the rotation of the valve gear (32) is reduced.

In the above description, the case where the valve gear cam gear (32) is immersed in the lubricating oil (13) in the crank chamber (3) has been described. Even in the case of an engine immersed in the lubricating oil (13) in 3), the same partition plate (5) or bulge (44) as described above is provided on the inner wall portion (41) of the crank chamber (3). Thus, the amount of the lubricating oil (13) that tends to fly into the crank chamber (3) due to the rotation of the governor gear (50) can be reduced. Further, in each of the above-described embodiments, the inclined engine has been described, but the present invention is also applicable to, for example, a vertical engine or a horizontal engine.

[Brief description of the drawings]

FIG. 1 is a schematic longitudinal sectional view showing a first embodiment of a lubricating oil temperature-reducing device in an engine according to the present invention, showing an example of an inclined engine to which the above-mentioned temperature-reducing device is applied. is there.

FIG. 2 is a schematic front vertical sectional view showing a main part of the engine.

FIG. 3A is a schematic cross-sectional view of the engine, and FIG.
(B) is a schematic sectional view of the centrifugal governor device of the engine,
FIG. 3C is an enlarged sectional view of an intermediate portion of the valve cam shaft of the engine.

FIG. 4 is a schematic vertical sectional view showing a second embodiment of a lubricating oil temperature rise reducing device in an engine according to the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Crank chamber, 5 ... Partition plate, 13 ... Lubricant, 16 ... Space, 20 ... Crank shaft, 32 ... Valve cam gear, 41
... an inner wall portion of the crankcase, 41a ... an upper portion of the inner wall portion of the crankcase, 44 ... a bulging portion of the inner wall portion of the crankcase.

Claims (2)

[Claims] A gear (32) to which rotation of a crankshaft (20) of an engine (1) is transmitted is disposed in a crank chamber (3), and a crank chamber (3) located beside the gear (32). The inner wall portion (41) of (3) is formed in a shape along the gear (32), and the gear (32) has the lubricating oil (1) stored in the crank chamber (3).
When the gear (3) is flipped up, the lubricating oil (13) is
An engine which attempts to scatter into the crank chamber (3) through a space between the inner wall part (41) of the crank chamber (3) and the inner wall part (41) of the crank chamber (3). A partition plate (5) is disposed on an upper portion (41a) of the crankcase (3). A space having a depth greater than the distance from the inner wall portion (41) of the room (3)
A lubricating oil temperature rise reduction device for an engine, characterized in that (16) is formed. 2. A gear (32) to which rotation of a crankshaft (20) of an engine (1) is transmitted is disposed in a crank chamber (3), and a crank chamber (3) located beside the gear (32). The inner wall portion (41) of (3) is formed in a shape along the gear (32), and the gear (32) has the lubricating oil (1) stored in the crank chamber (3).
When the gear (3) is flipped up, the lubricating oil (13) is
An engine which attempts to fly into the crank chamber (3) through a space between the inner wall section (41) of the crank chamber (3) and the inner wall section (41) of the crank chamber (3). A portion (44) of the lubricating oil is bulged out of the crank chamber (3).