JP2010065667A - Oil supply device of engine for motorcycle - Google Patents

Abstract

An oil supply device for a motorcycle engine that realizes effective and effective lubrication performance is provided.
A strainer 46, an oil pump 45, and an oil filter 47 are intensively arranged on one side with respect to a center line in the vehicle width direction of the engine, and are arranged in the engine located downstream of the oil filter 45. The communication passage between the oil passage 53 and the oil cooler 48 is arranged so as to be biased to one side.
[Selection] Figure 6

Description

  The present invention relates to an oil supply device in an engine of a vehicle, particularly a motorcycle.

  A vehicle engine, particularly a four-cycle engine, incorporates a large number of moving parts such as pistons, crankshafts or intake / exhaust valve drive mechanisms, and is provided with an oil lubrication system to ensure smooth operation thereof. In general, an oil supply device including an oil pump or the like is provided to supply lubricating oil to each part of the engine that requires lubrication.

  For example, Patent Document 1 discloses an oil pump 45 that integrally includes an oil suction passage 70 and an oil discharge passage 71 that extend in the vehicle width direction. On the front surface of the engine case 21b, an oil filter 46 and an oil cooler 47 are arranged on both the left and right sides of the engine center line.

JP 2007-085278 A

In the one described in Patent Document 1, since an oil path is formed across the left and right sides in the vehicle width direction of the engine, the structure of the engine case is complicated and the weight is increased.
In general, a motorcycle is provided with a side stand (prop stand) on the left side, but an oil pan 22 and an oil strainer 73 are provided on the side of the side stand. This causes a delay in response to oil supply during restart. Further, not only a response delay but also an oil shortage occurs, so that an oil film cannot be formed, which may cause seizure.

  In view of such circumstances, an object of the present invention is to provide an oil supply device for a motorcycle engine that achieves excellent lubricating performance effectively and effectively.

  The oil supply device for a motorcycle engine according to the present invention is biased to one side with respect to the center line in the vehicle width direction of the engine, and the strainer, the oil pump, and the oil filter are collectively arranged, and the downstream side of the oil filter. The communication path between the oil passage in the engine and the oil cooler located at the position is arranged to be biased toward the one side.

  In the oil supply device for a motorcycle engine according to the present invention, the strainer, the oil pump, and the oil filter are arranged along a plane perpendicular to the vehicle width direction of the engine.

  Further, in the oil supply device for a motorcycle engine according to the present invention, oil is supplied to an oil passage in the crankshaft from a shaft end located opposite to the side where the strainer, oil pump and oil filter are arranged. The side stand is disposed on the same side as the oil is supplied to the oil passage in the crankshaft.

  Also, in the oil supply device for a motorcycle engine according to the present invention, the oil passage of the engine and the communication passage of the oil cooler are provided on a side surface of the engine case.

  Further, in the oil supply device for a motorcycle engine according to the present invention, an exhaust collecting pipe is arranged biased to the opposite side to the arrangement of the strainer, the oil pump and the oil filter with respect to the center line in the vehicle width direction of the engine. It is characterized by that.

According to the present invention, the arrangement configuration of the oil passage is simplified by centrally arranging the strainer, the oil pump, and the oil filter that constitute the oil supply device while being biased to one side of the engine. Thereby, workability is improved and an increase in the weight of the engine can be suppressed.
Further, the path immediately before and after the oil pump can be formed in a substantially straight line, the oil resistance during oil circulation in each oil passage can be greatly reduced, and the pump loss is reduced.

Further, in a crankshaft end oil supply system in which lubricating oil is supplied from one end of the crankshaft opposite to where the oil supply device is disposed, a side stand is disposed on the same side as the shaft end side of the crankshaft on the oil supply side. The oil pump that communicates with the oil pan and the downstream end of the oil passage that opens from the oil passage in the crankshaft and communicates with the oil pan are located on the side opposite to the side stand. Prevent oil from being drained naturally.
In addition, the oil passage in the engine and the communication port of the oil cooler are arranged on the side surface of the engine case, so that the vehicle width dimension at the lower part of the engine case can be shortened, thereby ensuring a large bank angle.
Furthermore, an oil hose connected to the oil passage in the engine and the oil cooler is arranged on one side of the engine case, and an exhaust collecting pipe is arranged on the side opposite to the oil hose so that it is cooled by the oil cooler. Lubricating performance is improved by avoiding the later oil being exposed to the heat of the exhaust collecting pipe.

DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of an oil supply device for a motorcycle engine according to the present invention will be described with reference to the drawings.
The oil passage structure of a motorcycle engine according to the present invention is typically applicable effectively to various gasoline engines mounted on a motorcycle. In this embodiment, for example, a motorcycle as shown in FIG. As an example of the engine.

  First, the overall configuration of the motorcycle 100 according to the present embodiment will be described. In FIG. 1, two left and right front forks 103 supported by a steering head pipe 102 so as to be pivotable to the left and right are provided at a front portion of a body frame 101 made of steel or aluminum alloy. A handle bar 104 is fixed to the upper end of the front fork 103, and grips 105 are provided at both ends of the handle bar 104. A front wheel 106 is rotatably supported at the lower portion of the front fork 103, and a front fender 107 is fixed so as to cover the upper portion of the front wheel 106. The front wheel 106 has a brake disc 108 that rotates integrally with the front wheel 106.

  The vehicle body frame 101 branches from the steering head pipe 102 in a bifurcated left and right direction, and each of them extends while being inclined downwardly. A swing arm 109 is swingably coupled to the rear portion of the vehicle body frame 101, and a rear shock absorber 110 is mounted between the swing arm 109 and the swing arm 109. A rear wheel 111 is rotatably supported at the rear end of the swing arm 109. The rear wheel 111 is rotationally driven via a driven sprocket 113 around which a chain 112 for transmitting engine power, which will be described later, is wound. An inner fender 114 that covers the vicinity of the front upper portion is provided in the immediate vicinity of the rear wheel 111, and a rear fender 115 is disposed above.

  The air-fuel mixture is supplied from the fuel injection device 116 to the engine unit 10 (one-dot chain line portion) mounted on the vehicle body frame 101 and exhaust gas after combustion in the engine is exhausted through the exhaust pipe 117. . In the present embodiment, the engine may be, for example, a 4-cycle multi-cylinder (4-cylinder) engine. The exhaust pipe 117 of each cylinder is coupled to the lower side of the engine unit 10 and then exhausted from the muffler 119 near the rear end of the vehicle via the exhaust chamber 118.

  A fuel tank 120 is mounted above the engine unit 10, and seats 121 (rider seats 121 </ b> A and tandem seats 121 </ b> B) are connected to the rear of the fuel tank 120. Footrests 122A and 122B are arranged corresponding to the rider seat 121A and the tandem seat 121B. In this example, on the left side of the vehicle, a prop stand 123 (side stand) is provided at a substantially central lower portion in the front-rear direction. Note that a fuel injection device 116 is disposed in the inner recess of the fuel tank 120 and is positioned above the engine unit 10 and accommodated compactly.

  Further, in FIG. 1, 124 is a headlamp, 125 is a meter unit including a speedometer, tachometer or various indicator lamps, and 126 is a rearview mirror supported by a fairing 128 via a stay 127.

  In the vehicle exterior, the front and side portions of the vehicle are mainly covered by the fairing 128 and the side cowl 129, and the side cover 130 or the seat cowl 131 is attached to the rear portion of the vehicle. Appearance form is formed. Among these, an air inlet 132 for supplying air to an air cleaner (not shown) constituting a part of the fuel injection device 116 is opened at the front end portion of the fairing 128.

  Next, FIGS. 2 to 4 show configuration examples around the engine unit 10 in the present embodiment. The engine unit 10 is supported by the vehicle body frame 101 so as to be inclined forward appropriately (the front is indicated by an arrow Fr and the rear is indicated by an arrow Rr). Here, the left side is indicated by an arrow L and the right side is indicated by an arrow R in the required portions of each drawing accompanying the following description. Below the fuel tank 120 at the center lower part of the motorcycle 100, for example, a 4-cycle water-cooled parallel 4 (or 6) cylinder engine unit 10 is disposed as shown in FIG. In the engine unit 10, a cylinder block 11 that is integrally provided with a plurality of cylinders (cylinders) is disposed in the width direction of the vehicle body in a state where the cylinder block 11 is tilted slightly forward on an upper portion of a crankcase (or engine case) 12. In this example, for example, there may be four cylinders, but this is a side cam chain type parallel multi-cylinder engine in which each cylinder shaft is mounted with a slight forward tilt from the vertical. In this case, in particular, as will be described later, the cylinder block 11 is integrally formed with (a part of) the crankcase 12 by aluminum die casting.

  The engine unit 10 is attached or mounted with an auxiliary device such as a fuel supply device, an intake device, an exhaust device, and a cooling device, or auxiliary equipment. That is, the air cleaned by the air cleaner housed in the inner recess of the fuel tank 120 (FIG. 1) is supplied to the intake port. The amount of air supplied to the intake port is controlled by a throttle valve. The intake port is supplied with fuel by an injector.

  As described above, the exhaust pipe constituting the exhaust device (FIG. 1, exhaust pipe 117; in this example, four (or six) exhaust pipes) is connected to the front side of the cylinder block 11, and downstream thereof. The muffler 119 is connected. In the following description, only main accessory devices and accessories related to the engine unit 10 will be described.

  2 to 4, the crankcase 12 has a cylinder block integrated upper crankcase 13 and a lower crankcase 14 that are coupled in an upper and lower halves, and the shafts including the crankshaft 15 and the like are supported on their mating surfaces. To do. The rear half of the crankcase 12 also serves as a transmission case, and a transmission gear is accommodated therein. A cylinder head 16 and a cylinder head cover 17 are provided on the upper part of the cylinder block 11 integrated with the upper crankcase 13, and a combustion chamber formed on the lower surface of the cylinder head 16 so as to be aligned with the cylinder bore.

  An intake port and an exhaust port communicating with the combustion chamber are formed in the cylinder head 16. The cylinder head 16 has an intake valve that controls the opening and closing of the intake port and an exhaust valve that controls the opening and closing of the exhaust port. These valves are driven by an intake side cam and an exhaust side cam, respectively.

  In each cylinder of the cylinder block 11, a piston is slidably fitted into the cylinder bore. Here, referring to FIG. 5, the piston 18 is connected to a small end portion 20 a of a connecting rod 20 (connecting rod) via a piston pin 19. Further, as shown in FIG. 5, the large end portion 20 b of the connecting rod 20 is connected to a crank pin 15 c formed between the crank webs 15 a and 15 b provided in pairs with the crankshaft 15. By connecting the crankshaft 15 and the piston 18 in this manner, the reciprocating motion of the piston 18 is converted into the rotational motion of the crankshaft 15 via the connecting rod 20, and thus engine output is obtained.

  The crankshaft 15 is arranged in the vehicle width direction in the crankcase 12, but is supported by a journal bearing 21 set on the mating surface of the upper crankcase 13 and the lower crankcase 14.

  In the cylinder block 11, a water jacket (not shown) is formed around each cylinder, and cooling water supplied from a water pump flows through the water jacket as will be described later. Each cylinder is a so-called plating cylinder and may not have a cylinder liner (sleeve).

  A counter shaft 22 and a drive shaft 23 are arranged in parallel with the crankshaft 15 in the latter half of the crankcase 12 as shown in FIG. Between the counter shaft 22 and the drive shaft 23, for example, a transmission device that constitutes a six-speed transmission mechanism is arranged, and the rotation of the counter shaft 22 is transmitted to the drive shaft 23 through this transmission device. It has become. A drive sprocket 24 (FIG. 2) is attached to the shaft end of the drive shaft 23, and a chain 112 is wound between the driven sprocket (FIG. 1) attached to the axle of the rear wheel 111 and the drive sprocket 24, Thereby, a power transmission path from the engine unit 10 to the rear wheel 111 is formed.

  In the upper crankcase 13, a starting motor 25 is mounted on the rear side of the cylinder block 11 above the transmission device. Further, on the rear side of the starting motor 25, a breather chamber that constitutes a part of the oil lubrication system and its breather covers 26 and 27 are arranged. As shown in FIG. 4, the starting motor 25 is connected to a starter clutch device 29 (FIG. 3) disposed at the right shaft end portion of the crankshaft 15 via a reduction gear train 28.

  A generator (magnet device) 30 (FIG. 5) is arranged at the left shaft end of the crankshaft 15, and the generator 30 is covered with a magnet cover 31. The magnet cover 31 is attached to the same side as the side on which the side stand of the motorcycle 100 is disposed, that is, the side of the engine case on the left side of the vehicle. On the other hand, the starter clutch device 29 arranged on the right shaft end side of the crankshaft 15 and the clutch device 32 arranged on the right shaft end side of the counter shaft 22 are arranged by a clutch cover 33 as shown in FIG. Covered. An oil pan 34 is coupled to the lower portion of the lower crankcase 14, and a secondary balancer 35 is disposed in front of the crankshaft 15 obliquely below.

  Here, the cooling water cooling system in the engine unit 10 which is a water cooling engine will be described. As shown in FIGS. 2 and 3, a radiator 36 constituting a cooling device is disposed in front of the cylinder block 11. A radiator main body 36A of the radiator 36 is supported at an appropriate position of the vehicle body frame 101 or the cylinder block 11 via a stay 37 and the like, and a fan 38 is attached to the back side thereof. The radiator 36 is connected to a water pump 40 described later via an upstream side cooling water pipe 39 (radiator OUT side), and supplies cooled water to the water pump 40.

  As shown in FIG. 2, the water pump 40 is disposed on the side wall portion of the lower crankcase 14 that is located rearward and obliquely below the crankshaft 15. In this embodiment, the water pump 40 is driven by another shaft to which power from the crankshaft 15 is transmitted (in this example, a pump shaft driven by the counter shaft 22). That is, between the crankshaft 15 and the counter shaft 22, a pump shaft of an oil pump described later is rotatably disposed. Specifically, for example, a drive sprocket provided at the shaft end of the pump shaft and a driven sprocket provided on the counter shaft 22 are connected via a chain, and the oil pump is driven by the rotation of the counter shaft 22. ing.

  The water pump 40 has a drive shaft that is coaxially arranged with the pump shaft of the oil pump, and ends of both shafts are connected via an uneven fitting structure. That is, the drive shaft of the water pump 40 rotates in synchronization with the pump shaft of the oil pump. In this case, an impeller that rotates in a cavity formed by the cover member is attached to one end of the drive shaft of the water pump 40, and cooling water is discharged and circulated by the rotation of the impeller. As described above, the radiator 36 and the water pump 40 are connected by the cooling water pipe 39, and the water pump 40 is also connected with the downstream side cooling water pipe 41 that supplies the cooling water to the water jacket of the cylinder block 11. The

  In this example, a cooling water pipe 41 is connected to the front side of the cylinder block 11, and the cooling water supplied from the cooling water pipe 41 to the water jacket circulates in the water jacket, thereby causing the cylinder block 11 and the cylinder head 16 to flow. Cool down.

  A thermostat 42 is attached to the cooling water outlet of the water jacket, and the thermostat 42 and the radiator 36 are connected via a cooling water pipe 43 (radiator IN side). The thermostat 42 is turned ON / OFF at a predetermined temperature to open and close the cooling water passage, and when the cooling water passage is closed, the cooling water is returned to the water pump 40 side via the bypass pipe 44. . Thus, a cooling water system passing through the radiator 36, the upstream side cooling water pipe 39, the water pump 40, the downstream side cooling water pipe 41, the water jacket and the cooling water pipe 43 is configured.

  Next, an oil lubrication system in the engine unit 10 will be described. Although the oil pump driven by the rotation of the counter shaft 22 is provided as described above, the oil pump 45 is disposed in the lower crankcase 14 as shown in FIG. On the other hand, an oil strainer 46 is mounted in the oil pan 34, and the oil accumulated in the oil pan 34 is pumped up by the oil pump 45 through the oil strainer 46. Oil discharged from the oil pump 45 passes through the oil filter 47 and is supplied to each part of the engine that requires lubrication.

  In this case, an oil cooling device is provided to cool the lubricating oil. In this embodiment, an oil cooler 48 configured as an oil cooling device is disposed in front of the cylinder block 11. The oil cooler 48 is supported at an appropriate position on the vehicle body frame 101 or the cylinder block 11 via a stay 37 or the like. In this example, the oil cooler 48 is air-cooled, and the lubricating oil is cooled to an appropriate temperature by the traveling wind during traveling of the vehicle.

  Here, the oil pump 45 is connected to the oil filter 47 via the oil passage 49, and the oil from the oil pump 45 is first supplied to the oil filter 47. The oil cleaned by the oil filter 47 is fed to the oil hose 51 through the oil passage 50. The oil hose 51 is connected to the oil cooler 48 and supplies oil to be cooled to the oil cooler 48. The oil cooler 48 is also connected to the main gallery 53 (connection port) via the oil hose 52, and the oil cooled by the oil cooler 48 is supplied to the main gallery 53 and then supplied to each part of the engine. The main gallery 53 extends below the crankshaft 15 and in parallel with the crankshaft 15.

  Further, in the oil lubrication system, a lubrication system or structure around the crankshaft will be described. This embodiment has a so-called crankshaft end oil supply type oil passage structure that supplies lubricating oil from one end of the crankshaft 15. Here, as shown in FIG. 6, a plurality of journal portions 54 are provided so as to be located on both sides of each cylinder (# 1 to # 4 cylinders in this example). To support the crankshaft 15. Further, oil is supplied to the journal bearing 21 of each journal portion 54 from a journal portion lubricating oil passage 55 connected to the main gallery 53.

  Further, the specific configuration of the crankshaft end refueling system according to the present invention will be described. As shown in FIG. 5, the left shaft end portion of the crankshaft 15 has the generator 30 as an engine accessory as described above. The generator 30 includes a rotor 57 that is attached and fixed to the left shaft end portion of the crankshaft 15 by attachment (or fastening) bolts 56, and a stator coil 58 that is attached and supported by the magnet cover 31. The rotor 57 rotates integrally with the crankshaft 15. An oil supply passage 59 is formed along the axis of the mounting bolt 56, and the oil supply passage 59 opens at the bolt head portion. An oil reservoir 60 formed inside the magnet cover 31 is provided on the opening side of the oil supply passage 59, and the oil reservoir 60 is liquid-tightly held by a seal or packing 61. The oil reservoir 60 is supplied with oil from the main gallery 53 via an oil feed path (described later) formed in the magneto cover 31.

  In the crankshaft 15, an oil passage 62 is formed from one end side to the other end side as shown in FIG. Each of the oil passages 62 is formed by machining (drilling) in the vicinity of the crank pin 15 c, and after the formation, each opening is plugged by a plug 63. Adjacent oil passages 62 intersect with each other inside the crankpin 15c, and a crankpin passage 64 is formed at each intersection. Each crankpin passage 64 is formed so as to penetrate the crankpin 15c in the radial direction, whereby oil is supplied from the crankpin passage 64 to the crankpin bearing 65.

  As shown in FIG. 6, a secondary balancer drive gear 66 and a primary drive gear 67 are attached to the crank web 15a of the # 2 cylinder and the crank web 15b of the # 4 cylinder, respectively.

  Here, referring to FIG. 6, as described above, the oil pump 45 has the pump shaft 68 driven by the counter shaft 22. A driven sprocket 69 is attached to the end of the pump shaft 68, and a chain 70 is mounted between the driven sprocket 69 and the counter shaft 22. The oil pump 45 may be, for example, a trochoid pump having a trochoid gear. The oil sucked into the oil suction chamber 45b in the pump casing 45a is discharged from the discharge chamber 45c to the oil passage 49.

  In the present invention, in particular, the strainer 46, the oil pump 45, and the oil filter 47 are intensively arranged on one side with respect to the center line in the vehicle width direction (left-right direction) of the engine, and the downstream side of the oil filter 47. The communication passage between the oil passage in the engine and the oil cooler 48 that is located at a position is biased to one side.

  Specifically, the oil pump 45 is attached and fixed to one side from the engine center line of the engine case, in this example, to the right side as a unit in which pump components are integrated in the pump casing 45a. In FIG. 6, the engine center line is indicated by CL. Correspondingly, the bottom 34a of the oil pan 34 is biased to the right side (arrow R) as shown in FIG. The strainer 46 is also biased to one side as shown in the figure. In this case, the left side opposite portion of the bottom 34a of the oil pan 34 is formed in a concave shape so as to be hollowed out, and a collecting portion 117 'of the exhaust pipe 117 is disposed in this concave portion.

  Further, the strainer 46, the oil pump 45, and the oil filter 47 are disposed along a plane orthogonal to the vehicle width direction of the engine. That is, as shown in FIG. 4, an oil filter 47 is connected to an oil passage 49 extending forward from the oil pump 45, and as is clear from FIG. 6, these are virtual planes orthogonal to the vehicle width direction, in other words, These are arranged along a virtual plane parallel to the aforementioned engine center line CL in FIG.

  The pump shaft 68 of the oil pump 45 extends to the left beyond the engine center line, and is coupled to the drive shaft 71 of the water pump 40 via the concave-convex fitting structure as described above. An impeller 72 disposed in the cavity 40 a is attached to the drive shaft 71, and cooling water is discharged by the rotation of the impeller 72.

  As shown in FIG. 6, a main gallery 53 extends in the left-right direction below the crankshaft 15 in parallel therewith. The oil cooled by the oil cooler 48 is supplied to the connection port 53 a at the right end of the main gallery 53 through the oil hose 52. The left side portion of the main gallery 53 extends as a main gallery downstream oil passage 53A, and the main gallery 53 extends in this way corresponding to the # 1 to # 4 cylinders. The main gallery downstream oil passage 53A is one step higher than the main gallery 53, and is disposed at a moderately high position. Here, for the plurality of journal portions 54 disposed on both sides of each cylinder of # 1 to # 4, the journal portion lubricating oil passages 55A to 55E from the main gallery 53 and the main gallery downstream oil passage 53A, respectively. Are branched, and oil is supplied from the journal portion lubricating oil passages 55 to the respective journal portions 54.

An oil supply path 73 for supplying oil from one end of the crankshaft 15 to the oil passage 62 in the crankshaft 15 is provided. The oil feed path 73 is disposed via a position higher than the axis of the crankshaft 15.
In this case, the oil supply path 73 is formed in the cover member attached to the side surface of the engine case, that is, the magneto cover 31. The oil feed path 73 is disposed along the outer wall of the engine case to which the magnet cover 31 is attached so as to surround the crankshaft 15 from below to above.

  The oil feed path 73 includes a lower case side vertical path 73A, an upper case side vertical path 73B, and a magnet cover side path 73C, which are sequentially connected to each other. First, the lower case side longitudinal passage 73A extends upward from the left end portion of the main gallery downstream side oil passage 53A on the outer wall of the lower crankcase 14. Here, referring to FIG. 7, the engine case, that is, the crankcase 12, is configured to be divided into upper and lower parts of the upper crankcase 13 and the lower crankcase 14 with a plane including the axis of the crankshaft 15 as a mating surface P. .

  Next, the upper case-side vertical passage 73B extends upward from the mating surface P in the form of a moderate forward tilt on the outer wall of the upper crankcase 13. That is, the lower case side vertical passage 73 </ b> A and the upper case side vertical passage 73 </ b> B are formed across both the upper and lower sides of the upper crankcase 13 and the lower crankcase 14. When viewed in the flow direction of the lower case side vertical passage 73A and the upper case side vertical passage 73B, the crankshaft 15 is disposed so as to surround from below to above.

  The upper case side vertical passage 73B extends to a position immediately above the crankshaft 15 and bends toward the magneto cover 31 at the apex thereof as shown in FIG. 7. The connection port 73Ba is the outer wall of the upper crankcase 13. Open to. A connection port 73Ca formed and arranged so as to be aligned with the connection port 73Ba is opened in the magnet cover 31, and the magnet cover side passage 73C extends from the connection port 73Ca as a starting point in the magnet cover 31. As shown in FIG. 2, the magnet cover side passage 73 </ b> C extends further downward and is connected to the oil sump 60.

  In the present invention, the connection relationship of the oil passages around the oil pump 45, the strainer 46 and the oil filter 47 will be described. First, the oil pump 45 is mounted and fixed from the bottom side of the engine case. In this case, a plurality of fastening portions 74 (74a, 74b, 74c,...) Are fastened to the bottom of the engine case using fastening means such as bolts. In FIG. 6, the oil pump 45 itself, particularly the periphery of the fastening portion 74 is illustrated as a bottom view or a plan view for drawing, but there is no change in the connection and arrangement relationship with other members, and the same. is there.

  FIG. 8 is a bottom view of the engine case (lower crankcase 14). 8, a plurality of fastening portions 75 (75a, 75b, 75c,...) Are provided on the bottom surface of the engine case corresponding to the fastening portions 74 of the oil pump 45 described above. Although the oil pump 45 is not shown in FIG. 8, the oil pump 45 can be fixed to a predetermined portion of the lower crankcase 14 by aligning the corresponding fastening portions and fastening them with fastening means. it can.

  As described above, the oil from the oil pump 45 is first supplied to the oil filter 47. The oil cleaned by the oil filter 47 is fed to the oil hose 51 through the oil passage 50, and the oil to be cooled is supplied to the oil cooler 48. Further, the oil cooled by the oil cooler 48 is supplied to the main gallery 53 via the oil hose 52.

  Here, immediately after the union 76 of the oil filter 47, the oil passage 50 and the oil passage 77 are branched. The oil passage 77 extends to the main gallery 53 so as to overlap the main gallery 53 when viewed in the axial direction of the oil filter 47, and both communicate with each other via a bypass passage 78 as shown in FIG. The bypass passage 78 communicates with the main gallery 53 in a shape that is appropriately squeezed from the tip of the oil passage 77.

  In the above configuration, the engine is started by operating the starting motor 25. At this time, the air-fuel mixture formed by the fuel injection device 116 is supplied to the engine unit 10, and the reciprocating motion of the piston 18 is converted into the rotational motion of the crankshaft 15 via the connecting rod 20. can get. As the engine starts, the oil supply device starts operating.

  In the oil supply device of the present invention, the oil in the oil pan 34 is first pumped up by the oil pump 45 through the oil strainer 46 and then supplied to the oil filter 47 through the oil passage 49. The oil purified by the oil filter 47 is fed to the oil hose 51 via the oil passage 50 and further supplied to the main gallery 53 from the connection port 53a of the main gallery 53 via the oil hose 52. Oil is supplied from the main gallery 53 and the main gallery downstream side oil passage 53A to each journal portion 54 via each journal portion lubricating oil passage 55.

  On the other hand, oil is fed / supplied from one end of the crankshaft 15 to the oil passage 62 in the crankshaft 15 via the oil feed path 73 from the main gallery 53. That is, the oil is first fed sequentially from the left end portion of the oil passage 53A on the downstream side of the main gallery to the lower case side longitudinal passage 73A, then to the upper case side longitudinal passage 73B, and then to the magnet cover side passage 73C. After being supplied, it is supplied from one end of the crankshaft 15.

According to the present invention, first, the strainer 46, the oil pump 45, and the oil filter 47 constituting the oil supply device are concentratedly arranged so as to be biased to one side (right side in this embodiment) of the engine. This prevents complication of the routing of the oil passage, that is, its arrangement is simplified. Therefore, workability such as machining after engine case casting is improved, and an increase in the weight of the engine can be suppressed.
Further, the path immediately before and after the oil pump 45 can be formed in a substantially straight line, the oil resistance during oil circulation in each oil passage can be greatly reduced, and the pump loss is reduced.

  In addition, it has an oil passage structure of a crankshaft end oil supply system for supplying lubricating oil from one end of the crankshaft 15 on the side opposite to the side where the oil supply device is disposed, Place the side stand on the same side. Thus, the oil pump 45 communicating with the oil pan 34 and the oil passage downstream end connected to the oil pan that is opened from the oil passage in the crankshaft 15 are located on the side opposite to the side of the oil pan 34. Prevents oil from being naturally discharged from the oil path in the section.

  Further, the oil passage 50 in the engine and the communication port of the main gallery 53 and the oil cooler 48, that is, the connection port 53a are disposed on the side of the engine case (see FIG. 4). That is, by connecting the external oil cooler 48 to the side of the engine case, the vehicle width dimension at the lower part of the engine case can be shortened, thereby ensuring a large bank angle.

  In addition, an oil passage 50 and a connection port 53a in the engine and oil hoses 51 and 52 connected to the oil cooler 48 are disposed on one side of the engine case, and the oil hose 51, By disposing the collecting portion 117 ′ of the exhaust pipe 117 on the opposite side of 52, the oil hoses 51 and 52 through which oil flows after being cooled by the oil cooler 48 are prevented from being exposed to the heat of the collecting portion 117 ′. Therefore, the oil temperature can be further lowered and the lubrication performance is improved.

  Here, in particular, with regard to the bypass passage 78 that connects the oil filter 47 and the main gallery 53, the oil filter 47 is arranged so that the union 76 of the oil filter 47 and the main gallery 53 overlap each other when viewed in the axial direction. The bypass passage 78 that communicates the union 76 of the oil filter 47 and the main gallery 53 can be processed from the same direction, and since both are disposed on the same axis, the processing is easy. Processing accuracy is also increased.

  Further, according to the bypass passage 78, even if foreign matter is clogged in the air-cooled oil cooler 48, the inlet-side oil hose 51, or the outlet-side oil hose 52, and the oil flow is stagnated, these passages can be shortcut. . The bypass passage 78 has a narrowed shape, and always allows a predetermined amount of oil to flow through the bypass passage even when the oil cooler 48 and the oil hoses 51 and 52 are not clogged. A sufficient amount of oil circulating through 48 is secured.

  Furthermore, in the oil supply device of the present invention, the lubricating system is centrally arranged on one side in the vehicle width direction as described above, whereby the paths of the oil pan 34, the oil strainer 46, and the oil pump 45 are arranged on a substantially vertical line. The bending of the suction path of the pump 45 is almost eliminated, so that the oil suction resistance can be reduced and the pump loss is reduced. In addition, if the intake path is bent a lot, cavitation is likely to occur in that portion, and the oil pump bites air, which causes the pump loss to increase. Moreover, it becomes difficult to form a sufficient oil film due to air biting. As described above, the occurrence of air biting can be greatly suppressed by disposing substantially linearly.

  Also, especially in engines with strong sport driving directionality, there is almost no waste in the crankcase, so the oil passage in the crankcase is not machined in the waste portion of the case to form a hole, For this purpose, a meat part is provided. Thus, if the oil passage is configured to travel in the vehicle width direction, the weight of the crankcase increases.

  Since the oil supply device of the present invention is the oil supply at the shaft end of the crankshaft 15 and the oil supply inlet is arranged on the side stand side (the left side in this example), the strainer 46, the oil pump 45, the oil filter 47, the oil The entrance of the cooler 48 and the entrance to the main gallery 53 are all concentrated on the opposite side (right side) of the side stand. And the path from the discharge port of the oil pump 45 to the crankshaft shaft end refueling outlet can be formed in a substantially U shape in the vehicle width direction (in this example, a substantially U shape in which the side opposite to the side stand is opened). The oil in this section can be held. Therefore, the oil supply property at the time of restart is good and the lubrication performance can be improved.

As mentioned above, although this invention was demonstrated with various embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention.
Although an example has been described in which the oil supply device is biased to the right and disposed, it can also be disposed on the left.
Although the present invention has been described particularly in the case of a multi-cylinder engine, it can be effectively applied to a single-cylinder engine, and in either case, the same operational effects as in the case of the above embodiment can be obtained. .

1 is a side view showing an example of the overall configuration of a motorcycle according to an embodiment of the present invention. It is a left view of the engine unit which concerns on this invention. It is a right view of the engine unit which concerns on this invention. It is a right view which shows the partial internal structure of the engine unit which concerns on this invention. It is sectional drawing which shows the crankshaft shaft end structural example of the engine unit which concerns on this invention. It is sectional drawing which follows the AA line of FIG. 3 which shows the structural example of the oil supply apparatus which concerns on this invention. It is a left view which shows the structural example of the oil supply apparatus which concerns on this invention. (A) which shows the structural example of the oil supply apparatus which concerns on this invention is a bottom view of an engine case, (b) is sectional drawing which follows the BB line of (a).

Explanation of symbols

10 engine unit, 11 cylinder block, 12 crankcase, 13 upper crankcase, 14 lower crankcase, 15 crankshaft, 16 cylinder head, 17 cylinder head cover, 18 piston, 19 piston pin, 20 connecting rod, 21 journal bearing, 22 counter Shaft, 23 drive shaft, 24 drive sprocket, 25 starting motor, 28 reduction gear train, 29 starter clutch device, 30 generator, 31 magneto cover, 32 clutch device, 33 clutch cover, 34 oil pan, 35 secondary balancer, 36 Radiator, 37 Stay, 39 Upstream cooling water piping, 40 Water pump, 41 Downstream cooling water piping, 42 Thermostat, 43 Cooling water piping, 45 Oil port 46, oil strainer, 47 oil filter, 48 oil cooler, 49, 50 oil passage, 51, 52 oil hose, 53 main gallery, 54 journal portion, 55 journal portion passage, 56 mounting (or fastening) bolt, 57 rotor, 58 Stator coil, 59 Oil supply passage, 60 Oil reservoir, 62 Oil passage, 63 Plug, 64 Crank pin passage, 65 Crank pin bearing, 67 Primary drive gear, 68 Pump shaft, 69 Driven sprocket, 71 Drive shaft, 72 impeller, 73 Oil supply path, 74, 75 Fastening part, 76 Union, 77 Oil path, 78 Bypass path, 100 Motorcycle, 101 Body frame, 102 Steering head pipe, 103 Front fork, 104 Handlebar, 106 Front wheel, 109 Swing arm, 111 Rear wheel, 115 Rear fender, 116 Fuel injection device, 117 Exhaust pipe, 120 Fuel tank, 121A Rider seat, 121B Tandem seat, 124 Headlamp, 125 Speedometer, 126 Rearview mirror, 128 Fairing, 129 Side cowl, 130 Side cover, 131 Seat cowl, 132 Air intake.

Claims (5)

An oil supply device for a motorcycle engine,
The strainer, oil pump and oil filter are intensively arranged on one side with respect to the center line in the vehicle width direction of the engine,
An oil supply device for a motorcycle engine, wherein a communication passage between an oil passage in an engine and an oil cooler located on the downstream side of the oil filter is arranged to be biased toward the one side.   The oil supply device for a motorcycle engine according to claim 1, wherein the strainer, the oil pump, and the oil filter are arranged along a plane orthogonal to the vehicle width direction of the engine. Oil is supplied to the oil passage in the crankshaft from the shaft end located on the opposite side of the strainer, the oil pump and the oil filter.
The oil supply device for a motorcycle engine according to claim 1 or 2, wherein a side stand is disposed on the same side as supplying oil to an oil passage in the crankshaft.   The oil supply device for a motorcycle engine according to any one of claims 1 to 3, wherein the engine oil passage and the oil cooler communication passage are provided on a side surface of the engine case.   5. The exhaust collecting pipe according to claim 1, wherein the exhaust collecting pipe is arranged so as to be biased to the opposite side of the arrangement of the strainer, the oil pump, and the oil filter with respect to a center line in the vehicle width direction of the engine. The oil supply device for a motorcycle engine according to the item.

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