JP2001263019A - Oil pump driving structure for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an oil pump driving structure for an engine capable of preventing increase of the number of parts and an arrangement space by driving the oil pump utilizing a speed reducing gear disposed on a crankshaft. SOLUTION: The crankshaft 12 of the engine is connected to an impeller shaft 13 through the speed reducing gear 56, an oil pump driving gear 70 is engaged with the speed reducing gear 56, and the oil pump driving gear 70 is connected to the scavenging side pump 72 and a field side pump 73 through a pump driving shaft 71.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive structure of an oil pump for circulating lubricating oil between an engine and an oil tank.

[0002]

2. Description of the Related Art Conventionally, each part of an engine is lubricated with lubricating oil. In a wet sump type in which an oil pan is provided at a lower portion of a crankcase, for example, in a personal watercraft, this is not the case. When the boat falls, the oil flows back to the cam chamber side.
An oil tank for recovering oil in the engine is provided. In the oil tank, oil lubricated in the engine is recovered by an oil pump, and oil is supplied from the oil tank to the engine side. Such a method is called a dry sump method.

[0003]

However, in such a conventional apparatus, if a drive mechanism such as a gear or a chain is separately arranged for driving the oil pump, the number of parts increases and the arrangement is increased. There is a problem that a space is required.

Accordingly, the present invention provides an engine oil pump drive structure which can prevent an increase in the number of parts and an arrangement space by driving an oil pump using a reduction gear provided on a crankshaft. The task is to provide.

[0005]

In order to achieve the above object, according to the present invention, an engine crankshaft is connected to a drive shaft via a drive gear, and the drive gear is connected to an oil pump drive gear. And the oil pump drive gear is connected to the oil pump via a pump drive shaft.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the engine is an engine provided in a personal watercraft and a jet propulsion in which a crankshaft of the engine is the drive shaft. It is connected to the impeller shaft of the machine via a drive gear.

[0007] The invention described in claim 3 is the first or second invention.
In addition to the above configuration, the drive shaft and the pump drive shaft are divided right and left with respect to a vertical plane passing through the center of the crankshaft.

According to a fourth aspect of the present invention, in addition to the configuration of the second aspect, a starter motor of the engine is disposed on a side opposite to a side on which the crankshaft is disposed with respect to the impeller shaft. It is characterized by the following.

According to a fifth aspect of the present invention, a crankshaft of the engine is connected to a drive shaft via the drive gear,
The oil pump drive gear meshes with the drive gear,
An oil pump drive for an engine, wherein the oil pump drive gear is connected to an oil pump via the pump drive shaft, and the drive shaft and the pump drive shaft are vertically divided with respect to a horizontal plane passing through the center of the crankshaft. It is characterized by having a structure.

[0010]

Embodiments of the present invention will be described below.

1 to 23 show an embodiment of the present invention.

First, the structure will be described. A personal watercraft 1 to which the present invention is applied includes, as shown in FIGS. 1 and 2, a hull 2a having a substantially V-shaped cross section and a deck 2b mounted on an upper portion thereof. Has a hull 2 joined and integrated,
A four-cycle engine 3 as a drive source is mounted on a substantially central portion of the hull 2a of the hull 2 in the front-rear direction via a plurality of engine mounts 16 as shown in FIG. These engine mounts 16 are fixed to a hull liner (not shown) adhered to the inside of the hull 2a. A fuel tank 4 is disposed in front of the engine 3 (in the direction of the arrows in FIGS. 1 and 2), and the upper part of the engine 3, the fuel tank 4, etc. A steering handle 7 is provided on the upper surface of the deck 2 b above the engine 3.

A pair of left and right intake ducts (ventilation hoses) 8 penetrate the deck 2b in front of the steering handle 7 of the deck 2b constituting the hull 2 so that the upper end thereof is outside the hull 2. It is open toward.
With these intake ducts 8, outside air is introduced into the hull 2
The supply of the intake air to the engine 3 and the ventilation in the hull 2 are performed. As shown in FIG. 5, this deck 2b has
An opening 2c for inspection and maintenance of the engine 3 is formed.

Further, a seat 9 is detachably provided behind the steering handle 7, and a pair of left and right foot mounting steps 15 are provided on both sides of the seat 9 as shown in FIG. Below the rear part of the seat 9, a storage box 10 is arranged.

On the other hand, a jet propulsion unit 11 is disposed at the rear end of the hull 2 and at the center in the width direction of the hull 2, and the crankshaft 12 of the engine 3 An impeller shaft 13 extending in the front-rear direction is connected to the center in the width direction.

The impeller shaft 13 is introduced into the jet propulsion device 11, and an impeller (not shown) built in the impeller housing 11a of the jet propulsion device 11 is attached to the rear end. A steering nozzle 26 whose direction changes left and right by the steering operation of the steering handle 7 is provided at the rear end of the jet propulsion device 11.
Is swingably mounted.

The personal watercraft 1 having the above configuration
When the jet propulsion device 11 is driven by the engine 3, the personal watercraft 1 slides on the water by the thrust generated in the jet propulsion device 11,
Seawater or the like is sucked as cooling water from a portion of the impeller housing 11a downstream of the impeller by the pump action of the jet propulsion device 11, and the engine 3 is cooled by the cooling water.

The engine 3 is a water-cooled four-cylinder four-cycle engine having a crankcase 18 provided with four cylinders 17 as shown in FIGS. A piston 19 is mounted inside the cylinder 17. These cylinders 17 are a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder in order from the front. The engine 3 is mounted on the hull 2 such that the crankshaft 12 extends in the longitudinal direction of the hull. The engine 3 includes a dry sump lubrication device.
As shown in FIG. 3 and the like, an oil tank 27 for storing lubricating oil is disposed on the rear side of the engine 3.

The piston 20 is connected to the crankshaft 12 via a connecting rod 21. An intake port 19a and an exhaust port 19b formed in the cylinder head 19 are connected to an intake valve 22 and an exhaust valve 23, respectively. It can be opened and closed. These valves 22, 23 are configured to be driven by camshafts 24, 25, and these camshafts 24, 2
5 is covered by a cylinder head cover 28.

The crankshaft 12 is connected to the crankcase 1
8 and is supported by being sandwiched between a crankcase upper 46 and a crankcase lower 47. The outer surface 18c of the crankcase 18 is provided for each cylinder as shown in FIG.
9 has an R shape with a radius R1 and an R shape with a radius R2 in plan view as shown in FIG. As a result, the strength of each cylinder can be equalized, the surface vibration can be effectively suppressed, and the noise can be reduced.

Further, the crankcase 18 has a structure shown in FIG.
As shown in the figure, the first, second, third, fourth, and fifth bearing portions 48, 49, 50, and 5 are located near the cylinders from the front side.
1, 52 are provided, and these bearing portions 48, 49, 5
The crankshaft 12 is rotatably supported by 0, 51, and 52.

Further, as shown in FIGS. 7 and 8, a cam chain 55 is connected to a projecting portion 12b of the crankshaft 12 projecting rearward from the last cylinder (fifth bearing portion 52). The rear end 12c is a reduction gear 56.
Is connected to the jet propulsion device 11 via the The cam chain 55 is hooked on a sprocket 12d integrally formed with the crankshaft 12 on a lower side, and an upper side is hooked on each sprocket 58, 59 of the camshafts 24, 25 for driving the intake valve 22 and the exhaust valve 23. It is arranged in a cam chain chamber 60 formed by the crankcase 18, the cylinder head 19, and the cylinder head cover 28 (see FIG. 6). Reference numeral 61 in FIG. 6 denotes a chain tensioner that applies tension to the cam chain 55.

Further, as shown in FIG. 8, the cam chain 55 of the projecting portion 12b of the crankshaft 12
Between the crankcase 1 and the reduction gear 56
8 is supported by a sixth bearing 62. The diameter φ1 of the crankshaft 12 supported by the sixth bearing portion 62 is equal to the diameter φ of the crankshaft 12 supported by the fifth bearing portion 52 between the last cylinder and the cam chain 55.
It is formed smaller than 2.

As shown in FIG. 11, the reduction gear 56 has a drive gear 64 provided at the rear end 12c of the crankshaft 12 and an intermediate shaft of the impeller shaft 13 so as to mesh with the drive gear 64. 39 is provided with a driven gear 65 and the like provided at the front end. And this reduction gear 56
Are housed in a substantially closed gear housing chamber 54 formed by attaching a gear cover 76 to the lower crankcase 47. At the front end of the intermediate shaft 39, a backlash prevention gear 66 is
The backlash prevention gear 66 and the driven gear 65 are meshed with the drive gear 64.

The backlash prevention gear 66 has one more (or less) teeth than the driven gear 65, the intermediate shaft 39 is rotatably inserted, and the disc spring 6
7 slidably presses the driven gear 65.

As a result, the driving gear 64 is driven
When the gears rotate with each other in a state in which they are meshed with each other, the number of teeth of the backlash prevention gear 66 is one (or less) than that of the driven gear 65.
5 and the tooth of the backlash prevention gear 66 are the drive gear 6
Since the fourth tooth is sandwiched from both sides, noise and the like due to backlash can be prevented.

In this embodiment, the impeller shaft 13 is divided into two front and rear parts, and the intermediate shaft 39 and the rear end shaft 40 are connected to each other by a coupling 14 as "connecting means". In addition, an intermediate shaft 39 between the coupling 14 and the driven gear 65 is supported by the gear cover 76 via the oil tank 27 by a pair of bearings 94a and 94b. The bearing 94a on the front side
Is a roller bearing, and the rear bearing 94b is a ball bearing (see FIG. 11). In FIG. 11, reference numeral 95 denotes a seal member, and reference numeral 97 denotes a circlip.

Further, by forming the sixth bearing portion 62 as described above and supporting the portion of the crankshaft 12 between the cam chain 55 and the reduction gear 56, the fifth bearing portion 52 of the crankshaft 12 is formed. Projection part 1 projecting backward from
The support strength of the crankshaft 12 can be secured without increasing the diameter of 2b, and the size and weight of the engine 3 can be reduced.

Further, the diameter φ1 of the crankshaft 12 supported by the sixth bearing portion 62 between the cam chain 55 and the speed reduction gear 56 is the fifth diameter between the last cylinder and the cam chain 55. Since it is formed smaller than the diameter φ2 of the crankshaft 12 supported by the bearing portion 52,
The diameter of the cam chain sprocket 12d formed on the crankshaft 12 can be reduced, and the size of the engine 3 can be reduced.

That is, since the sprocket 12d is formed integrally with the crankshaft 12 by a machine tool, a space for arranging the machine tool is required. Therefore, the diameter φ1 of the crankshaft 12 is large. When,
The machine tool must be spaced apart so as not to interfere with this part, and the diameter of the sprocket 12d must be increased. However, by reducing the diameter φ1, the machine tool is brought closer to the crankshaft 12. The sprocket 12d having a small diameter can be formed. Accordingly, since the diameters of the sprockets 58, 59 of the camshafts 24, 25 can be reduced, the size of the engine 3 can be reduced.

As shown in FIG. 11, an oil pump drive gear 70 is meshed with a drive gear 64 of a reduction gear 56 provided at the rear end 12c of the crankshaft 12, and the oil pump drive gear 70 is A scavenge-side (suction-side) pump 72 and a field-side (feed-side) pump 73 constituting an oil pump 74 via a pump drive shaft 71
It is connected to. The scavenge-side pump 72 is set to have a higher capacity than the field-side pump 73.

Each part of the engine is lubricated by the scavenge-side pump 72, and lubricating oil flowing to the bottom of the engine crank chamber 75 is sucked and collected in the oil tank 27. The lubricating oil is configured to be supplied to each part of the engine.

More specifically, as shown in FIG. 11, a first pump cover 77, a housing rotor 78, and a second pump cover 79 are sequentially mounted on a gear cover 76 mounted on the crankcase 47.

The gear cover 76 is made of an aluminum alloy.
As shown in FIG. 13, the engine mount mounting portions 7 are provided on both sides.
6a, and an abutting portion 76b that abuts against a stopper 2d provided on the hull 2a on the bottom side. Since the engine mount mounting portion 76a is provided integrally with the gear cover 76 made of an aluminum alloy, the structure is simplified. Further, the stopper 2d is provided to prevent the engine 3 from largely moving downward with respect to the hull 2a, for example, when the boat lands on the water after jumping. The portion 76b is located below the impeller shaft center O1, that is, on the hull center line M.

Then, the pump drive shaft 71 penetrates the first pump cover 77 and the housing rotor 7.
8, the field-side pump 73 is provided in the space formed by the second pump cover 79 and the housing rotor 78, and the scavenge-side pump 72 is provided in the space formed by the housing rotor 78. I have.

Further, the gear cover 76, the first pump cover 77, the housing rotor 78, the second pump cover 79 and the like are used to collect the lubricating oil on the engine 3 side into the oil tank 27 and the pump-side collecting passage 81 and the inside of the oil tank 27. A supply passage 83 for supplying the lubricating oil to the engine 3 side is formed.

The pump drive shaft 71 is provided with a gear cover 76.
And a rear half 71b supported by the housing rotor 78. When assembling the oil pump 74, the first pump cover 77, the scavenge-side pump 72, the oil pump drive gear 70, the first half 71 a of the pump drive shaft 71, and the gear cover 76 are attached to the crankcase 18.
Field-side pump 73, rear half 7 of pump drive shaft 71
1b is assembled to the gear cover 7
6 is attached.

As described above, the pump driving shaft 71 is supported by the gear cover 76 on the front half 71 a and the housing rotor 7.
8, the oil pump 74 is assembled with a component attached to the gear cover 76 and a housing rotor 7.
After sub-assembly the parts to be attached to 8 in advance,
The protrusion 71c formed at the front end of the rear half 71b of the pump drive shaft 71 may be fitted into the groove 71d formed at the rear end of the front half 71a, so that the oil pump 74 can be easily assembled. it can.

In FIG. 14, reference numeral 77a denotes an oil tank mounting surface, reference numeral 77b denotes a housing rotor mounting surface, and reference numeral 7 denotes a housing rotor mounting surface.
Reference numeral 7c denotes mounting bolt insertion holes, and the housing rotor 78 and the second pump cover 79 are inserted through these insertion holes 77c.
Can be attached. Reference numeral 46 in FIG.
c is a gear cover mounting surface.

Here, the case where the lubricating oil in the engine 3 is collected into the oil tank 27 will be described.

When the scavenge-side pump 72 is driven by the driving force of the driving gear 64 via the oil pump driving gear 70, each of the cam chain chamber 60, the gear cover 76, and the crank chamber 75, as shown in FIG. The lubricating oil accumulated at the bottom flows through the engine-side recovery passage 82 formed at the bottom of the crank chamber 75 toward the rear of the engine as indicated by an arrow. Reference numeral 84 in FIG. 17 denotes an oil pan. Then, as shown by an arrow in FIG. 16, lubricating oil is sucked into the pump-side recovery passage 81 on the gear cover 76 side together with air.

FIG. 17 and FIG.
As shown in FIG. 8, a wire mesh strainer 85 is provided in the vicinity of the first pump cover 77 while being held by a rubber holding member 88. The strainer 85 blocks the flow of dust, and the gear cover 76 The passage formed by the first pump cover 77 is shown in FIG. 12, FIG. 13, FIG.
17, flows through the passage in the housing rotor 78, and further passes through the passage in the second pump cover 79, and then passes through the scavenge-side pump 72.
Flows into.

Then, as shown in FIG. 17, the lubricating oil sent from the scavenge-side pump 72 is
The pump cover 79 and the housing rotor 78 flow through the passage formed by the first pump cover 77 and the gear cover 76 from FIGS. 12, 13, 14 and 17, as shown in FIG. Collected in the oil tank 27.

Next, a case where the lubricating oil in the oil tank 27 is supplied to the engine 3 will be described.

By driving the field side pump 73 together with the scavenge side pump 72 via the oil pump driving gear 70 by the driving force of the driving gear 64,
As shown in FIG. 21, the lubricating oil in the oil tank 27 flows from the supply port 27a provided at the bottom to a passage formed between the first pump cover 77 and the gear cover 76 as shown in FIG. Then, as shown in FIG. 12 and FIG. 21, the gas flows from this passage to the outside, and further flows into the field side pump 73. Then, from the field-side pump 73, it flows into a passage formed between the first pump cover 77 and the gear cover 76 via a check valve 86 and a relief valve 87, and is shown in FIGS. 12, 13, 14, and 2.
As shown in FIG.
As shown in FIG. 2, the oil flows to the oil filter 90. After the lubricating oil is purified by the oil filter 90,
23 sent to the main gallery 91 of the engine 3
As shown in the figure, the engine 3 is configured to be supplied to each part.

In such a case, as described above, by driving each of the pumps 72 and 73 using the drive gear 64 provided on the crankshaft 12, a separate device for driving the oil pump is provided. It is possible to prevent an increase in the number of parts and an arrangement space as compared with the case of arrangement.

The pump drive shaft 71 is provided at the rear of the engine 3 in the vertical direction, as shown in FIGS. 6, 14 and 15, in the lowermost portion of the engine-side recovery passage 82 and the impeller shaft 13. And offset with respect to the impeller shaft 13 in the hull width direction. In FIG. 14, reference numeral O5 indicates the center of the pump drive shaft.

In order to lower the center of gravity, it is necessary to dispose the heavy oil pump 74 as low as possible. However, if the oil pump 74 is disposed below the engine-side recovery passage 82 at the lowermost portion of the engine, the engine 3 becomes high, and it is not preferable to dispose the engine 3 on the personal watercraft 1 having limited vertical space.
The relationship of the arrangement with 3 must also be considered. Therefore,
By arranging the pump drive shaft 71 at the above position, the height of the entire engine can be kept as low as possible, the center of gravity can be lowered, and interference with the impeller shaft 13 and the intermediate shaft 39 can be prevented. be able to.

Furthermore, by lowering the pump drive shaft 71 from the crankshaft 12, the position of the heavy oil pump 74 can be lowered to lower the center of gravity of the engine 3.

Further, as shown in FIG. 15, the impeller shaft 13 and the pump drive shaft 71 are distributed right and left with respect to a vertical plane P passing through the center O3 of the crankshaft 12. In this way, the right and left weight balance with respect to the center of the engine 3, that is, the crankshaft 12, can be improved, and the layout of the shafts 12, 13, 71 can be easily performed.

The starter motor 93 of the engine 3 as shown in FIG. 9 is, as shown in FIG.
Are arranged on the same side as the side on which the impeller shaft 13 is arranged.

As described above, the crankshaft 12 is offset in the width direction of the hull 2 at the same height with respect to the impeller shaft 13, but the impeller shaft 1 is positioned on the center line in the width direction of the hull 2.
3, the crankshaft 12 is arranged to be offset in the width direction of the hull 2 with respect to the center line M of the hull 2. For this reason, in order to keep the height of the seat 9 low and to position the center of gravity of the engine 3 at the center in the hull width direction, the cylinder 17 of the engine 3 is moved in FIG.
As shown in FIG. 6 and the like, it is inclined at a predetermined angle toward the impeller shaft 13. FIG. 5 shows the center line O4 of the inclined cylinder 17. Therefore, by disposing the starter motor 93, which is a heavy object, on the same side as the impeller shaft 13 with respect to the crankshaft 12, the position of the center of gravity of the entire engine can be made closer to the center in the boat body width direction, and The right and left weight balance can be improved.

Further, in the oil tank 27,
As shown in FIG. 19 and the like, since the impeller shaft 13 is rotatably inserted via the bearing 94, the impeller shaft 13 can be supported by the oil tank 27, and the support rigidity can be improved. .

Further, as shown in FIG.
1 (center of impeller shaft 13) oil tank center O
2 is disposed on the side opposite to the exhaust pipe 96 (a portion extending toward the rear of the engine 3). This allows
The oil tank 27 does not obstruct the arrangement of the exhaust pipe 96. This arrangement is performed by attaching the oil tank 27 to the crankcase upper 46 at the attachment portion 27k and attaching the oil tank 27 to the first pump cover 77 at the attachment portion 27m.

As shown in FIG. 12, the oil tank 27 has a recovery pipe 27b disposed vertically along the inside thereof, and is formed by a scavenge-side pump 72 with a gear cover 76 and a first pump cover 77. Figure 1
The lubricating oil sent up to 2 etc. is collected by the recovery pipe 2
7b, the oil is discharged from the upper discharge port 27c in FIG. In FIG. 12, reference numeral 27j denotes a cooling water jacket.

As shown in FIG. 8, a substantially U-shaped umbrella plate 27 disposed in an oil tank 27 and having a lower side opened.
A total of three bent guide plates 27f are arranged inside d.

The lubricating oil discharged from the discharge port 27c of the recovery pipe 27b flows through the guide plate 27f while being separated into gas and liquid, and flows to the lower side of the oil tank 27 via the baffle plate 27e. ing.

Further, one end of an air release pipe 27g for releasing air in the oil tank 27 is connected to the upper surface of the oil tank 27, and a protruding pipe 27h protrudes downward from this connection portion by a predetermined length. Opening 27i. The other end of the air release pipe 27g opens into the cam chain chamber 60. As a result, the air separated by the guide plate 27f is separated from the air release pipe 2
The gas flows into the cam chain chamber 60 through 7 g. The connection position to the cam chain chamber 60 is, as shown in FIGS.
5 is set at a position facing the inside.

When the vehicle turns sharply or falls down, the lubricating oil is supplied by the guide plate 27f.
12 can be prevented from directly infiltrating into the oil tank 27 at the time of overturning, as shown by the two-dot chain line L in FIG. Therefore, the projecting amount of the projecting pipe 27h is set such that the remaining lubricating oil amount is considered to be necessary at the time of restart after falling down.

The cam chain chamber 60 in which the cam chain 55 is provided and the oil tank 27 are connected by an air release pipe 27g.
Since the air release pipe 27g is opened inside the annular cam chain 55 on the side, the pressure inside the rotating cam chain 55 of the cam chain chamber 60 is low, so that the air release property in the oil tank 27 is improved. Can be done.

Further, since the cam chain chamber 60 and the oil tank 27 are arranged adjacent to each other, the air release pipe 27
g can be shortened.

Further, the suction port 27 of the protruding pipe 27h located in the oil tank 27 of the air release pipe 27g.
Since i is set to be spaced a predetermined distance below the upper surface of the oil tank 27, a predetermined amount of lubricating oil can be stored in the oil tank 27 when the personal watercraft 1 falls, and When the engine 3 is returned to the normal posture and restarted, the accumulated lubricating oil can be reliably supplied to the engine side.

That is, even when the personal watercraft 1 falls down, the lubricating oil in the oil tank 27 does not flow into the cam chain chamber 60 side through the air vent pipe 27g, but from the suction port 27i to the upper surface of the oil tank 27. During this time, lubricating oil is accumulated. From this state, the personal watercraft 1 returns to the normal posture and the engine 3
Is restarted, the accumulated lubricating oil is supplied to the engine side. In addition, as shown in FIG.
The air release pipe 27g can be provided with an automatic valve 31 which is always open and automatically closes when the airbag falls down. By closing the automatic valve 31 when it falls, it is possible to prevent the lubricating oil in the oil tank 27 from flowing out to the cam chain chamber 60 when it falls.

Further, an engine-side recovery passage 82 for recovering the lubricating oil collected at the bottom of the crank chamber 75 is formed in the lower bottom wall of the cam chain chamber 60. Since the communication hole 98 communicating with the cam chain chamber 60 is formed in the bottom wall of the cam chain chamber 60 as shown in FIG. 16, the lubricating oil in the cam chain chamber 60 is recovered through the communication hole 98 on the engine side. It flows into the passage 82 and the scavenge-side pump 7
2, the oil is collected in the oil tank 27.
Therefore, even if lubricating oil flows into the cam chain chamber 60 via the air release pipe 27g, this oil can be recovered immediately.

Moreover, since the hull 2 rises forward during the cruising, the lubricating oil for lubricating the camshafts 24, 25 and the like is provided by disposing the cam chain 55 behind the rearmost cylinder. Since the lubricating oil flows downward along the wall of the cam chain chamber 60, the lubricating oil can be easily collected in the engine-side recovery passage 27 and eventually in the oil tank 27 disposed behind the engine 3.

As shown in FIG. 16, a communication hole 101 communicating between the gear housing chamber 54 for housing the reduction gear 56 and the cam chain chamber 60 is formed.

As shown in FIGS. 9 and 10, the aluminum alloy crankcase upper 46 has a mounting surface 46a on which the cooling water intake union 99 is mounted, and a zinc anode (pseudo-electrolytic corrosion) 100. The mounting surface 46b to be mounted is formed on the same surface.

In such a case, since the cooling water intake union 99 and the anode 100 are disposed adjacent to each other, the mounting surfaces 46a and 46b are formed on the same surface so that the mounting surfaces 46a and 46b are formed. The workability when grinding is improved.

In FIG. 2, reference numeral 35 denotes a water lock,
Reference numeral 36 denotes a secondary air introduction device (AIS), and reference numeral 4 in FIG.
Reference numeral 3 denotes an intake box, reference numeral 44 denotes a carburetor, and reference numeral 42 in FIG.
Is a generator (flywheel magnet). In addition,
The water lock 35 is formed with a downstream exhaust pipe mounting portion 35a (not shown) (see FIG. 4 and the like).

Further, the “drive gear” according to the present invention includes:
It is not limited to the one for deceleration as in the above embodiment. The “drive shaft” according to the present invention includes the impeller shaft 13 as in the above-described embodiment, of course.
It also includes a shaft for driving engine components, such as a balancer shaft. The impeller shaft 13 may be divided into front and rear portions with the coupling 14 as a boundary as in the embodiment, or may be integrally formed from a portion where the driven gear 65 is attached to a portion where the impeller is attached. good. Further, the “drive gear” according to the present invention refers to a crankshaft 1
2 and a driven gear 65 provided on a drive shaft (impeller shaft 13), and the oil pump drive gear 70 meshes with either the drive gear 64 or the driven gear 65. You may. Further, the driving gear 64 and the driven gear 65 may be meshed via an intermediate gear. In this case, the oil pump driving gear 70 may be meshed with the intermediate gear.

[0071]

As described above, according to the first aspect of the present invention, the crankshaft of the engine is connected to the drive shaft via the drive gear, and the oil pump drive gear meshes with the drive gear. Since the oil pump drive gear is connected to the oil pump via the pump drive shaft, the oil pump is driven by using the drive gear provided on the crankshaft, thereby increasing the number of parts and the arrangement space. Can be prevented.

According to the second aspect of the present invention, in addition to the above effects, the crankshaft of the engine provided in the personal watercraft is connected to the impeller shaft via the drive gear, and the drive gear is driven by the oil pump. Since the gears are meshed and the oil pump drive gear is connected to the oil pump via the pump drive shaft, by driving the oil pump using the drive gear driving the impeller shaft, the number of parts and the installation space are reduced. An increase can be prevented.

According to the third aspect of the present invention, in addition to the above-described effects, a vertical plane passing through the center of the crankshaft is provided.
Since the drive shaft and the pump drive shaft are distributed to the left and right, the drive shaft and the pump drive shaft are arranged in a well-balanced manner on both sides of the crankshaft, which is the center of the engine, and the engine width can be reduced. Also, the layout of each axis becomes easy.

According to the fourth aspect of the present invention, in addition to the above effects, the starter motor of the engine is arranged on the side opposite to the side where the crankshaft is arranged with respect to the impeller shaft. Center of gravity more in the center of the hull width,
That is, it is possible to approach the impeller shaft, and it is possible to improve the right and left weight balance of the hull.

According to the fifth aspect of the present invention, the drive shaft and the pump drive shaft are divided up and down with respect to the horizontal plane passing through the center of the crankshaft. The drive shaft and the pump drive shaft are arranged in a well-balanced manner, so that the engine height can be kept low and the layout of each shaft can be easily performed.

[Brief description of the drawings]

FIG. 1 is a side view of a personal watercraft according to an embodiment of the present invention.

FIG. 2 is a plan view of the personal watercraft according to the embodiment of the present invention.

FIG. 3 is a perspective view of the engine of the personal watercraft according to the embodiment of the present invention, as viewed obliquely from the front right.

FIG. 4 is a perspective view of the engine of the personal watercraft according to the embodiment of the present invention, as viewed obliquely from the left front side.

FIG. 5 is a partially sectional view of the engine and the like of the personal watercraft according to the embodiment of the present invention, as viewed from the rear.

FIG. 6 is a sectional view of a cam chain chamber showing the embodiment of the present invention.

FIG. 7 is an explanatory diagram of the entire engine showing the embodiment of the present invention, which is sectioned in a front-rear direction.

FIG. 8 is a sectional view showing an oil tank and the like on the rear side of the engine, showing the embodiment of the present invention.

FIG. 9 is a sectional view of a cylinder block showing the embodiment of the present invention.

FIG. 10 is a side view of a cylinder block showing the embodiment of the present invention.

FIG. 11 is a cross-sectional view showing a connecting portion of a crankshaft, an impeller shaft, a pump drive shaft, and the like according to the embodiment of the present invention.

FIG. 12 is a cross-sectional view of the oil tank according to the embodiment of the present invention, taken along a vehicle width direction.

FIG. 13 is a view showing the gear cover according to the embodiment of the present invention, taken along line GG of FIG. 17;

FIG. 14 is a view showing the first pump cover according to the embodiment of the present invention, taken along line HH of FIG. 17;

FIG. 15 is a view showing the end face to which the gear cover on the crankcase side is mounted according to the embodiment of the present invention, as viewed from the rear of the engine as indicated by line FF in FIG. 8;

FIG. 16 is a sectional view showing a recovery passage on a crankcase side according to the embodiment of the present invention.

FIG. 17 shows an embodiment of the present invention, AA of FIG. 12;
It is sectional drawing which follows a line.

FIG. 18 is a sectional view taken along line BB of FIG. 12 showing the embodiment of the present invention;
It is sectional drawing which follows a line.

FIG. 19 is a sectional view taken on line CC of FIG. 12 showing an embodiment of the present invention;
It is sectional drawing which follows a line.

20 shows an embodiment of the present invention. FIG.
It is sectional drawing which follows a line.

21 shows an embodiment of the present invention; FIG.
It is sectional drawing which follows a line.

FIG. 22 is a cross-sectional view showing the flow of oil in an oil filter according to the embodiment of the present invention.

FIG. 23 is a sectional view showing a main gallery of the crankcase according to the embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Small personal watercraft 3 Engine 11 Jet propulsion machine 12 Crankshaft 13 Impeller shaft (drive shaft) 56 Reduction gear (drive gear) 70 Oil pump drive gear 71 Pump drive shaft 72 Scavenge side pump (suction side pump) 73 Field side pump ( Feed pump) 74 Oil pump 93 Starter motor P Vertical plane passing through center of crankshaft H Horizontal plane passing through center of crankshaft

Claims (5)

[Claims] An engine crankshaft is connected to a drive shaft via a drive gear, an oil pump drive gear is meshed with the drive gear, and the oil pump drive gear is connected to an oil pump via a pump drive shaft. An oil pump drive structure for an engine. 2. The engine according to claim 1, wherein the engine is provided on a personal watercraft, and a crankshaft of the engine is connected to an impeller shaft of a jet propulsion machine, which is the drive shaft, via a drive gear. The oil pump drive structure for an engine according to claim 1. 3. The engine oil pump drive structure according to claim 1, wherein the drive shaft and the pump drive shaft are divided into right and left with respect to a vertical plane passing through the center of the crankshaft. . 4. The engine oil pump drive structure according to claim 2, wherein the starter motor of the engine is disposed on a side opposite to a side on which the crankshaft is disposed with respect to the impeller shaft. . 5. The engine according to claim 1, wherein the crankshaft of the engine is connected to the drive shaft via the drive gear, the drive gear is meshed with the oil pump drive gear, and the oil pump drive gear is connected to the oil via the pump drive shaft. Connected to the pump,
An oil pump drive structure for an engine, wherein the drive shaft and the pump drive shaft are divided vertically with respect to a horizontal plane passing through the center of the crankshaft.