CN201176887Y - Engine lubricating device - Google Patents

Abstract

An engine lubricating device is characterized by comprising a crankshaft chamber, a camshaft chamber and a lubricating oil chamber, wherein the crankshaft chamber is communicated with a space below a piston and comprises an oil inlet and an oil outlet; the oil-gas suction pipeline is arranged in the lubricating oil chamber and is communicated between the oil inlet and the lubricating oil chamber, a one-way valve is arranged between the crankshaft chamber and the lubricating oil chamber, the crankshaft chamber is communicated with the lubricating oil chamber through an oil outlet of the crankshaft chamber, the oil-gas suction pipeline comprises a rotatable pipe which is pivoted along the axial lead of the cylinder body, the rotatable pipe comprises a plurality of oil suction holes which are formed in the pipe wall and an air suction inlet which is positioned at the tail end, and in any inclined state, the air suction inlet is positioned above the oil surface and at least one of the oil suction holes is maintained below the oil surface, so that the purpose of proper lubrication is achieved. The utility model can supply proper amount of lubricating oil to the corresponding chamber in the ascending and descending strokes, and the situation that the amount of lubricating oil supplied is not fixed and the amount of lubricating oil supplied is excessive can not happen as in the prior art.

Description

engine lubricator

technical field

The utility model relates to an engine lubricating device, in particular to a lubricating device which is suitable for a four-stroke engine and can obtain proper lubrication for the engine under different inclination angles of use.

Background technique

The advantages of a four-stroke engine over a two-stroke engine are cleaner gas emissions and fuel savings. Limited by environmental protection regulations, small tools for agricultural use or small power units for leisure have been changed to four-stroke engines, such as lawnmowers and sawmills. In the above applications, since the machine tool may move in any direction during operation, the engine must also be able to operate normally at various angles, which also means that the lubrication system of the engine must be able to supply engine components correctly under different engine operating angles. .

At present, the lubrication methods of hand-held four-stroke engines are mostly: the lubricating oil in the oil pool is first atomized by the rotation of the shift fork, and then sucked into the crankcase to lubricate the crankshaft, piston and other parts. Only this stirring lubrication method will lose power and reduce the power output of the engine, and when the machine is tilted, the position of the oil level will change, and the amount of oil that can be moved by the shift fork will also decrease, so the lubrication will inevitably be insufficient. It can't even achieve the purpose of lubrication.

Taiwan Patent Publication No. I242622 discloses a lubricating device for a four-stroke engine, which mainly forms independent crankshaft chambers, camshaft chambers, and lubricating oil chambers inside the engine body, and additionally cooperates with an oil-gas distribution chamber that controls and communicates with each chamber. The above-mentioned lubricating oil chamber stores lubricating oil, and is distributed with an oil-absorbing air pipeline, with a plurality of oil-absorbing holes on the pipe wall, and an air suction port at the end. In this way, when the piston rises and the crank chamber generates negative pressure, the oil-air distribution chamber is used to connect the oil suction pipe of the crank chamber and the lubricating oil chamber, so that the sucked gas flows quickly in the pipe, and the pressure difference generated will also make the self-priming oil The lubricating oil inhaled by the hole is atomized and finally enters the crank chamber. During the descending stroke of the piston, the oil and gas distribution chamber connects the crankshaft chamber and the camshaft chamber, and the lubricating oil mist is sent to the camshaft chamber to lubricate the components.

However, the above lubricating device is relatively complicated in the design of the oil and gas distribution chamber, and, through observation and simulation, the amount of lubricating oil provided by the engine lubricated by the negative pressure effect will be higher than the actual required amount during the entire lubricating cycle. The amount of lubricating oil is even more, so it is still not ideal.

Utility model content

The purpose of this utility model is to provide a kind of engine lubricating device, this device utilizes the effect of negative pressure to bring lubricating oil to the crankshaft chamber for lubrication during the upward stroke of the piston, and to the camshaft chamber for lubrication during the downward stroke of the piston. Accompanied by the recovery effect, the problem of excessive oil volume in the conventional technology is effectively solved.

The purpose of this utility model is achieved in that this engine lubricating device comprises a crankshaft chamber, a camshaft chamber and a lubricating oil chamber. The crank chamber communicates with a space below the piston, which includes a crank chamber oil inlet and a crank chamber oil outlet; the lubricating oil chamber is used to store lubricating oil.

There is an oil suction gas pipeline in the lubricating oil chamber, which is connected between the oil inlet of the crankshaft chamber and the lubricating oil chamber. A one-way valve is then provided between the above-mentioned crankshaft chamber and the lubricating oil chamber, and the crankshaft chamber is communicated with the lubricating oil chamber by the oil outlet of the crankshaft chamber.

The above-mentioned oil suction pipeline includes a rotatable pipe, which is pivotally arranged along the axis line of a cylinder block. The rotatable pipe includes a plurality of oil suction holes opened on the pipe wall, and an air suction port at the end, and in any inclined state, the air suction port is kept above the oil surface, and the plurality of oil suction holes are at least the other - Keep it below the oil level.

The above-mentioned crank chamber can be defined by an upper crankcase and a lower crankcase interlocked with each other, and the upper crankcase and a cylinder block can be integrally formed.

The above-mentioned oil suction pipeline may further include a buried pipeline in the oil pan, a connecting pipe, and a buried pipeline in the lower crankcase, which are connected in sequence. The buried pipeline is connected to the oil inlet of the crank chamber. The rotatable pipe of the above-mentioned oil suction pipeline may include a C-shaped pipe.

The above-mentioned lubricating oil chamber can communicate with the camshaft chamber and a rocker mechanism chamber respectively through two connecting passages, so as to lubricate the camshaft chamber and recover lubricating oil.

The utility model has the advantages that: with the arrangement of the aforementioned oil suction pipeline and the one-way valve, the engine lubricating device of the utility model can supply an appropriate amount of lubricating oil to the corresponding chamber during the ascending and descending strokes, and can make four strokes The engine can be properly lubricated when used in different tilting states, that is, the amount of lubricating oil supplied by the conventional fork type is not indefinite, and the situation of excessive lubricating oil supply will not occur.

Description of drawings

Fig. 1 is an exploded view of an engine lubricating device of a preferred embodiment of the present invention.

FIG. 2 is a detail view of FIG. 1 .

FIG. 3 is a detail view of the rotatable tube of FIG. 1 .

Figure 4 is a schematic diagram of camshaft chamber lubricating oil recovery.

Figure 5 is a schematic diagram of the camshaft chamber being lubricated.

Explanation of main component symbols

Crankshaft chamber 11 Crankshaft chamber oil inlet 111

Crankshaft chamber oil outlet 112 Camshaft chamber 12

Lubricating oil chamber 13 connecting channel 14, 30

Rotatable tube 15 C-shaped tube 15a

Straight pipe 15b Air suction port 151

Oil suction hole 152 Lower channel 153

Upper channel 154 side opening 155

Buried pipeline in oil pan 16 Connecting pipe 17

Buried pipeline in lower crankcase 18 Check valve 19

Cylinder block 21 Upper crankcase body 22

Lower crankcase 23 Oil pan 24

Piston 25 Rocker mechanism chamber 26

Rocker arm mechanism group 27 Cam device 28

Crankshaft 29 Cylinder block axis line X

crankshaft axis Y

Detailed ways

Referring to FIG. 1 and FIG. 2 , they respectively show an exploded view and a detailed view of an engine lubricating device according to a preferred embodiment of the present invention. In this embodiment, the engine lubricating device is applied to a four-stroke engine. The four-stroke engine includes a cylinder block 21, an upper crankcase 22, a lower crankcase 23, and an oil pan 24, wherein the upper crankcase 22 It is integrally formed with the cylinder block 21, but of course it can also be designed as an independent component. The lower crankcase 23 is corresponding to the shape of the upper crankcase 22, and the two are fastened and fixed with bolts. A depression is formed at the bottom of the upper crankcase 22 , and a depression is formed at the top of the lower crankcase 23 . The lower depression of the upper crankcase 22 and the upper depression of the lower crankcase 23 jointly define a crank chamber 11 ; the lower part of the lower crankcase 23 and the oil pan 24 jointly define a lubricating oil chamber 13 . A crankshaft 29 is assembled in the crank chamber 11, and when the engine is running, the crankshaft 29 rotates. A piston 25 is arranged inside the cylinder block 21 , and the crank chamber 11 communicates with the inner space of the cylinder block 21 , that is, the space below the piston 25 . In addition, the cylinder block 21 includes the camshaft chamber 12 accommodating the cam gear 28 and the rocker mechanism chamber 26 accommodating the rocker mechanism group 27, and these two chambers are directly connected, wherein the rocker mechanism group 27 is the driving force. Link to the aforementioned cam device 28, and cooperate with the working stroke of the piston 25 in a timing control mode to achieve fuel and intake and exhaust control.

The engine lubricating device includes the aforementioned crank chamber 11 , camshaft chamber 12 , and lubricating oil chamber 13 . The crank chamber 11 includes a crank chamber oil inlet 111 and a crank chamber oil outlet 112 . The lubricating oil chamber 13 is used to store lubricating oil. An oil suction gas pipeline is also arranged in the lubricating oil chamber 13, and communicates with the crank chamber 11 through the oil suction gas pipeline. Specifically, the oil suction pipeline includes a rotatable pipe 15 , an oil pan buried pipeline 16 , a connecting pipe 17 , and a lower crankcase buried pipeline 18 connected in sequence.

The above-mentioned buried pipeline 18 in the lower crankcase is connected to the oil inlet 111 of the crank chamber. The rotatable tube 15 is pivotally arranged along the axis X of a cylinder body, and the rotatable tube 15 includes three oil suction holes 152 opened on the tube wall and an air suction port 151 at the end. According to the structure of different lubricating oil chambers and the total amount of lubricating oil added, the rotatable pipe 15 is designed to be: in any inclined state, the air suction port 151 is kept on the oil surface and communicates with the lubricating oil chamber 13, and the three At least one of the oil suction holes 152 is maintained below the oil level. Other details of the rotatable tube 15 will be described later.

In this embodiment, it is worth noting that the arrangement of the oil suction holes 152 also conforms to the fact that all the oil suction holes 152 are located at the outermost edge of the rotatable tube 15 in a plane viewing angle. Preferably, this plane is the plane formed by the axis X of the cylinder block and the axis Y of the crankshaft, because this plane is the plane on which the engine is swinging. With this configuration of the oil suction hole, the function of "the engine can be properly lubricated under different inclination angles" emphasized by the utility model will be more easily realized. Figure 2 can clearly see the above special oil suction hole Configuration relationship.

A one-way valve 19 is further provided between the crank chamber 11 and the lubricating oil chamber 13. The crank chamber 11 communicates with the lubricating oil chamber 13 through the crank chamber oil outlet 112. The purpose is to make the lubricating oil flow back from the crank chamber 11. to lubricating oil chamber 13.

Referring to FIG. 3 , a detailed view of the rotatable tube 15 is shown. The rotatable tube 15 includes a C-shaped tube 15a and a straight tube 15b, wherein the opposite two ends of the straight tube 15b are concavely provided with an upper passage 154 and a lower passage 153 which are independent of each other, the lower passage 153 communicates with the C-shaped pipe 15a, and the upper The channel 154 is connected with a side opening 155 . The rotation of the rotatable tube 15 means that the C-shaped tube 15a rotates around the straight tube 15b as a pivot. Preferably, the side opening 155 is located near the center of the lubricating oil chamber and slightly higher than the oil surface.

Referring to Fig. 4, it is a schematic diagram of lubricating oil recovery in the camshaft chamber. The lubricating oil chamber 13 communicates with the rocker mechanism chamber 26 through a passage 14 , and the dotted line section indicates that the passage bypasses the camshaft chamber 12 and does not communicate with it. The upper channel 154 of the rotatable tube 15 is connected to the pipeline opened in the lower crankcase 23, that is, the above-mentioned connecting channel 14 is composed of the upper channel 154 of the rotatable tube 15, the lower crankcase 23, and the upper crankcase. Body 22, the several pipelines that cylinder block 21 interiors are offered jointly constitute.

Referring to FIG. 5 , it is a schematic diagram of the camshaft chamber being lubricated, observed from a perspective different from that of FIG. 4 . The lubricating oil chamber 13 communicates with the camshaft chamber 12 through another connecting passage 30 , that is, the above-mentioned connecting passage 30 also extends from the upper passage 154 of the rotatable tube 15 . In this embodiment, the manufacture of the communication channel 30 is also formed by opening several connected pipelines inside each box body. Since the technique of setting up pipelines inside the box is already known, it will not be described in detail here.

Referring to FIG. 2 and FIG. 4 , when the piston 25 is on a rising stroke, the crank chamber 11 generates a negative pressure. Due to the effect of negative pressure, the air suction port 151 inhales gas in the oil suction pipe, and the pressure difference generated by the high-speed flow of the gas in the narrow pipeline can atomize the lubricating oil entering the oil suction hole 152 . The atomized lubricating oil gas in the lubricating oil chamber 13 will reach the crank chamber 11 through the oil suction gas pipeline, so that the internal parts can be lubricated. Figure 2 shows that the piston is in the rising stage. At this time, due to the pressure difference, the lubricating oil will not flow back into the lubricating oil chamber 13 from the one-way valve 19 . On the other hand, the positive pressure difference between the camshaft chamber 12 and the rocker mechanism chamber 26 relative to the lubricating oil chamber 13 will also cause the lubricating oil gas in the former two to flow back to the lubricating oil chamber 13 through the connecting channel 14 and the side opening 155, which is equivalent to For the recovery of lubricating oil, the arrows in Figure 4 highlight the direction of oil and gas at this stage. In addition, when the engine is at a normal operating angle, the lubricating oil in the camshaft chamber 12 and the rocker mechanism chamber 26 also has the opportunity to flow back to the lubricating oil chamber 13 through the connecting passage 14 by gravity at this stage.

Refer to Figure 2 and Figure 5. It should be noted that although FIG. 2 is a schematic diagram of the piston in its upward stroke, here only the same structure in FIG. 2 is used to illustrate the operation of engine lubrication during the downward stroke of the piston. When the piston 25 is in the downward stroke, the positive pressure is generated in the crank chamber 11 through the same structure as shown in FIG. 2 . The effect of the positive pressure causes the lubricating oil in the crank chamber 11 to be discharged back to the lubricating oil chamber 13 from the one-way valve 19 in large quantities. On the other hand, the negative pressure difference between the camshaft chamber 12 and the rocker mechanism chamber 26 relative to the lubricating oil chamber 13 will also cause the oil and gas in the lubricating oil chamber 13 to be sent from the side opening 155, the upper passage 154, and the connecting passage 30 to the aforementioned two. chamber, to achieve the purpose of lubricating the cam gear 28 and the rocker arm mechanism group 27, and the arrow in Fig. 5 has emphasized the direction of oil and gas at this stage. In addition, FIG. 5 also shows that the rocker mechanism chamber 26 utilizes the connecting channel 14 as a return flow path.

Because the utility model belongs to the forced lubrication, that is to say, the negative pressure effect is used to bring the lubricating oil to the crank chamber for lubrication during the upward stroke of the piston, and to the camshaft chamber for lubrication during the downward stroke, and it is also accompanied by recovery in the two different strokes. Effectively solve the problem of too much oil in the conventional technology.

The above-mentioned embodiments are only examples for convenience of description, and the scope of rights claimed by the utility model shall be subject to the description of the scope of patent application, rather than limited to the above-mentioned embodiments.

Claims (6)

1. An engine lubricating device, characterized in that it comprises: A crank chamber communicates with the space below the piston, including an oil inlet and an oil outlet of the crank chamber; a camshaft chamber; and a lubricating oil chamber for storing a lubricating oil; Wherein, the lubricating oil chamber is provided with an oil suction gas pipeline, which is connected between the oil inlet of the crankshaft chamber and the lubricating oil chamber, and a check valve is arranged between the crankshaft chamber and the lubricating oil chamber. The oil outlet of the crank chamber communicates with the lubricating oil chamber, wherein the oil suction gas pipeline includes a rotatable tube pivoted along the axis line of a cylinder block, and the rotatable tube includes a plurality of oil suction holes opened on the tube wall, and An air suction port at the end, under any inclined state, the air suction port is kept above the oil level, and at least one of the plurality of oil suction holes is kept below the oil level. 2. The engine lubricating device according to claim 1, wherein the crank chamber is defined by an upper crankcase and a lower crankcase interlocked with each other. 3. The engine lubricating device according to claim 2, characterized in that the upper crankcase is integrally formed with a cylinder block. 4. The engine lubricating device according to claim 1, characterized in that the oil suction pipeline also includes a buried pipeline in the oil pan, a connecting pipe, and a buried pipeline in the lower crankcase connected in sequence, the oil The buried pipeline in the bottom case is connected to the rotatable pipe, and the buried pipeline in the lower crankcase is connected to the oil inlet of the crank chamber. 5. The engine lubricating device according to claim 1, wherein the rotatable tube comprises a C-shaped tube. 6. The engine lubricating device according to claim 1, characterized in that the lubricating oil chamber communicates with the camshaft chamber and a rocker mechanism chamber respectively through two connecting passages to lubricate the camshaft chamber, and Recycle the lubricating oil.

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