JP2010090734A - Lubricating device for motorcycle engine, and motorcycle - Google Patents

Abstract

In a lubrication device of a crankshaft end oil supply system using a bolt having an oil supply passage, the swing of the bolt is suppressed and the sealing performance of a seal member is maintained satisfactorily.
At least one cam chain drive device 86 is disposed at one end, and a fastening bolt 56 is fastened to the shaft end of the crankshaft 15 on the side where the generator 30 is disposed. To do. A seal member 61 is provided between the generator cover 31 and the fastening bolt 56 of the generator 30 to hold the oil reservoir 60 formed inside the generator cover 31 in a liquid-tight manner. Then, an oil supply passage 59 that connects the oil reservoir 60 and the oil passage 62 formed inside the crankshaft 15 is formed in the fastening bolt 56. Thereby, the swing of the fastening bolt 56 can be suppressed and the sealing performance of the seal member 61 can be maintained satisfactorily.
[Selection] Figure 6

Description

  The present invention relates to a lubricating device for a motorcycle engine that supplies lubricating oil to a peripheral portion of a crankshaft in a motorcycle engine, specifically, a journal bearing, a crankpin bearing, and the like, and a motorcycle including the same.

  2. Description of the Related Art In a motorcycle engine, a so-called shaft end refueling system is known in which lubricating oil is supplied from the shaft end of the crankshaft when the connecting sliding surface between the crankpin of the crankshaft and the connecting rod large end is lubricated.

  For example, Patent Document 1 discloses a lubrication device that forms a communication path in a bolt fastened to the right end of a crankshaft and guides lubricating oil from the communication path to an oil supply path inside the crankshaft. In this configuration, the right end portion of the crankshaft is covered with the right cover, and the lubricating oil fed from the oil pump is guided into the oil chamber formed in the right cover. On the other hand, a cylindrical portion is formed at the head of the bolt, and this cylindrical portion uses a seal member to hold the oil chamber in a liquid-tight manner.

JP 2006-299830 A

  In the configuration described in Patent Document 1, an idler drive gear for driving a primary drive gear and a valve operating mechanism is attached to the right end portion of the crankshaft. In this case, an excessive rotational torque acts on the right end portion of the crankshaft, and a very large bending moment is applied compared to the left end portion. As a result, an excessive rotational torque acts on the bolt fastened to the right end of the crankshaft, and the torque swings synergistically with a large amplitude.

  When the bolt swings with a large amplitude in this way, the sealing performance of the seal member is insufficient as it is, which may cause oil leakage. If an oil leak occurs in the seal member, for example, the oil pressure in the oil supply passage is lowered, which may cause poor lubrication and seizure in the crankpin located on the downstream side.

  The present invention has been made in view of the above-described problems, and is a lubrication apparatus that can suppress the vibration of a bolt that is fastened to a crankshaft and serves as a supply passage for lubricating oil and maintains the sealing performance of a seal member. The purpose is to provide.

A motorcycle engine lubrication device according to the present invention is a motorcycle engine lubrication device that supplies lubricating oil from a shaft end of a crankshaft in a motorcycle engine having a plurality of cylinders, and includes at least one cam chain at one end. A driving device and a generator at the other end of the crankshaft are fastened to a shaft end of the crankshaft on the side where the generator is provided, and the generator cover of the generator and the fastening bolt An oil passage formed between the oil reservoir and the crankshaft is interposed between the fastening bolt and a seal member for fluidly holding an oil reservoir formed inside the generator cover. An oil supply passage that communicates with each other is formed.
Also, in another lubricating device for a motorcycle engine according to the present invention, the fastening bolt includes a bolt head that sandwiches a rotor of the generator between the crankshaft, and an axially outer side from the bolt head. An oil introduction portion extending toward the direction, and the seal member is interposed between the generator cover of the generator and the outer peripheral surface of the oil introduction portion, and holds the oil sump in a liquid-tight manner. It is characterized by.
Further, in another lubricating device for a motorcycle engine according to the present invention, the fastening bolt is fastened by a screwing structure and an inlay structure on the other end side of the crankshaft.
In another lubricating device for a motorcycle engine of the present invention, the seal member is attached to the inside of the generator cover.
Further, in another lubricating device for a motorcycle engine of the present invention, the seal member is configured to be partly separated and expandable in a radial direction, and formed on the bolt head. It is a seal ring fitted in a circumferential groove.
Further, in another lubricating device for a motorcycle engine according to the present invention, the crankshaft is provided with the cam chain driving device and a primary drive gear on the same side as the cam chain driving device. And a starter clutch device is also provided.
In addition, a motorcycle according to the present invention includes the above-described lubricating device for a motorcycle engine.

  According to the present invention, in a crankshaft end oil supply type lubricating device using a bolt having an oil supply passage, the bolt can be prevented from swinging and the sealing performance of the seal member can be maintained well.

  A preferred embodiment of a lubricating device for a motorcycle engine according to the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an overall configuration of a motorcycle 100 including a motorcycle engine lubrication device according to the present invention. First, a schematic configuration of the entire motorcycle 100 will be described with reference to FIG. In the drawing, the front of the vehicle is indicated by an arrow Fr and the rear is indicated by an arrow Rr.

  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 the front part of a pair of left and right body frames 101 made of steel or aluminum alloy material. The pair of left and right vehicle body frames 101 are coupled in front of the vehicle, and a steering head pipe 102 is provided at the coupling portion, and the steering center is disposed here. A handle bar 104 is fixed to the upper end of the front fork 103, and the handle bar 104 has grips 105 at both ends thereof. 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 at a predetermined portion of the vehicle body frame 101, and exhaust gas after combustion in the engine passes through the exhaust pipe 117. Exhausted. In the present embodiment, the engine is, 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 disposed below the rider seat 121A and the tandem seat 121B, respectively. In this example, on the left side of the vehicle, a prop stand 123 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.

  Various accessory devices are provided in front of the handle bar 104. For example, the headlamp 124 is provided in a fairing 128 to be described later in the forefront of the vehicle body, and the meter unit 125 including a speedometer, a tachometer, or various indicator lamps is provided in the handlebar 104 in the space covered with the fairing 128. It is provided in front of. A rearview mirror 126 is provided on the top of the fairing 128 via a stay 127.

  In the exterior of the vehicle, the front and side portions of the vehicle are mainly covered by the fairing 128 and the side cowl 129 which are cowlings, and the side cover 130 or the seat cowl 131 is attached to the rear portion of the vehicle. The appearance form of the vehicle having a streamlined shape 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 and 3 are diagrams showing a configuration example around the engine unit 10 according to the present embodiment. The engine unit 10 is supported by the vehicle body frame 101 so as to be appropriately forwardly inclined (indicated by the forward arrow Fr and the rearward arrow Rr). As shown in FIG. 2, the engine unit 10 is, for example, a 4-cycle water-cooled parallel 4 (or 6) cylinder engine unit, and is disposed below the fuel tank 120 at the lower center of the vehicle body of the motorcycle 100. In the engine unit 10, a cylinder block 11 integrally provided with a plurality of cylinders (cylinders) is disposed in the width direction of the vehicle body in a slightly forward tilted state 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.

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

  2 and 3, the crankcase 12 includes a cylinder block integrated upper crankcase 13 and a lower crankcase 14 that are split in an upper and lower half, and a crankshaft 15 and the like are attached to the mating surface (FIG. 2, surface P). Support each axis. 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, the configuration in the cylinder block 11 will be described with reference to FIG. It should be noted that 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 figure accompanying the following description. As shown in FIG. 4, 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, 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.

  Further, 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).

  Further, as shown in FIG. 2 and the like, 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. 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 above the transmission device and behind the cylinder block 11. Further, on the rear side of the starting motor 25, a breather chamber and its breather covers 26 and 27 constituting a part of the oil lubrication system are arranged. As shown in FIG. 3, the starting motor 25 is connected to a ring gear 80 (FIG. 6) of a starter clutch device 29 arranged and configured at the right shaft end portion of the crankshaft 15 through a reduction gear train 28.

  A generator (magnet device) 30 (FIG. 4) is disposed at the left shaft end of the crankshaft 15, and the generator 30 is covered with a magnet cover (generator 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, a starter clutch device 29 arranged on the right shaft end side of the crankshaft 15 and a clutch device 32 (FIG. 3) arranged on the right shaft end side of the countershaft 22 are not shown. Covered by. 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 FIG. 2, 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. As described above, the oil pump driven by the rotation of the counter shaft 22 is provided. 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 (see FIG. 2) 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.

  The oil pump 45 is connected to the oil filter 47 via the oil passage 49 shown in FIG. 3, 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 (FIG. 2) 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 (the connection port 53a, FIG. 3) via the oil hose 52, and the oil cooled by the oil cooler 48 is supplied to the main gallery 53 and then to each part of the engine. Supplied. The main gallery 53 extends below the crankshaft 15 and in parallel with the crankshaft 15.

  Here, the lubrication system or structure around the crankshaft 15 will be described. This embodiment has a so-called crankshaft end oil supply type oil passage structure that supplies lubricating oil from the shaft end of the crankshaft 15. Here, as shown in FIG. 5, a plurality of journal portions 54 are provided so as to be located on both sides of each cylinder (in this example, # 1 to # 4 cylinders), and each journal portion 54 has a journal bearing 21 interposed therebetween. To support the crankshaft 15. Further, oil is supplied to the journal bearings 21 of the respective journal portions 54 from journal portion lubricating oil passages 55 (A to E) connected to the main gallery 53.

  The specific configuration of the crankshaft end refueling system will be described in more detail. As shown in FIG. 4A, 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 axial center of the mounting bolt 56, and the oil supply passage 59 is formed at the end of the oil introduction portion 564 that extends outward in the axial direction of the bolt head portion 561 (FIG. 4B). Open. 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 includes a seal or packing 61 attached to the inside of the magnet cover 31 and a fastening bolt 56. Is kept liquid-tight. The oil reservoir 60 is supplied with oil from the main gallery 53 via an oil supply path 73 formed on the magneto cover 31 (described later).

  Here, FIG. 4B is a view showing the mounting bolt 56. As shown in FIG. 4B, the mounting bolt 56 has a bolt head 561, an inlay part 562 and a screw part 563, and a shaft from the bolt head 561 in order from the generator 30 side to the crankshaft 15 side. An oil introduction portion 564 extending outward in the direction is formed, and an oil supply passage 59 formed along the axis is formed in the inside. As described above, the bolt head 561 attaches and fixes the rotor 57. Strictly speaking, the bolt head 561 sandwiches the flange-like base portion of the rotor 57 between the right end thereof and the left shaft end of the crankshaft 15. Then, the rotor 57 is attached and fixed.

Further, the mounting bolt 56 is formed with an inlay portion 562 and a screw portion 563, and is screwed into a fastening bolt hole formed in the left shaft end portion of the crankshaft 15 and lightly press-fitted to the crankshaft 15. Fastened to the left side shaft end. As described above, in this embodiment, the centering accuracy is enhanced by lightly press-fitting the fastening bolt 56 into the crankshaft 15 and fastening it by the screwing structure and the inlay structure.

  Further, the outer peripheral surface of the oil introduction portion 564 extending axially outward from the bolt head portion 561 is brought into contact with a seal or packing 61 attached to the inner side of the magnet cover 31 or slidably contacted when rotating. The reservoir 60 is kept liquid-tight. As described above, in this embodiment, the oil introduction portion 564 extends to the seal or packing 61 spaced from the left-side shaft end portion of the crankshaft 15, and the oil in the oil reservoir 60 is held in a liquid-tight manner. Since the centering accuracy is improved by the inlay portion 562, vibration during rotation is suppressed, so that the sealing performance is maintained well. The seal or packing 61 is mainly formed of resin or the like.

  Next, in the crankshaft 15, an oil passage 62 is formed from one end side to the other end side as shown in FIGS. 4, 5, and 6. 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, an oil discharge passage 87 and an opening 88 are formed on the side opposite to the oil supply side of the crankshaft 15 (on the right shaft end side), and supplied. The oil flows through the oil passage 62 in the crankshaft 15 and is finally discharged from the opening 88 through the oil discharge passage 87. The oil discharge passage 87 is formed in the inside thereof using a mounting bolt 85.

  As shown in FIG. 5, a secondary balancer drive gear 66 and a primary drive gear 67 are respectively attached to the crank web 15a of the # 2 cylinder and the crank web 15b of the # 4 cylinder.

  Next, the drive source of the oil lubrication system will be described. Referring to FIG. 5, the oil pump 45 has the pump shaft 68 driven by the counter shaft 22 as described above. 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 embodiment, 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. The communication passage between the oil passage in the engine located on the downstream side and the oil cooler 48 is arranged so as to be 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. 5, 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, a portion (left side) opposite to the bottom portion 34a of the oil pan 34 is formed in a concave shape, and a collecting portion 117 ′ of the exhaust pipe 117 is disposed in the 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. 3, an oil filter 47 is connected to an oil passage 49 extending forward from the oil pump 45, and as is clear from FIG. 5, 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 leftward 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.

  Next, details of the flow of oil supplied from the main gallery 53 will be described. As shown in FIG. 5, 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, journal portion lubricating oil passages 55A to 55E from the main gallery 53 and the main gallery downstream side oil passage 53A to the plurality of journal portions 54 arranged on both sides of the cylinders # 1 to # 4, respectively. Are branched, and oil is supplied from the journal portion lubricating oil passages 55 to the respective journal portions 54.

  In addition, 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 separately formed. 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, the positional relationship between the lower case side vertical passage 73A and the upper case side vertical passage 73B will be described with reference to FIG. As shown in FIG. 7, the engine case, i.e., the crankcase 12, is configured so that it can 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.

  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 its apex as shown in FIG. 5, and its connection port 73Ba is the outer wall of the upper crankcase 13. Open to. Further, as shown in FIG. 5, the magnet cover 31 has a connection port 73Ca formed and arranged so as to be aligned with the connection port 73Ba, and the magneto cover 31 starts from the connection port 73Ca as a starting point. Is extended. As shown in FIG. 2, the magnet cover side passage 73 </ b> C extends further downward and is connected to the oil reservoir 60. The oil in the oil reservoir 60 is supplied to the oil passage 62 inside the crankshaft 15 through the fastening bolt 56.

  As shown in FIG. 6, a starter clutch device 29 is provided at the right shaft end of the crankshaft 15 in which the oil discharge passage 87 serving as the discharge port of the oil passage 62 and the opening 88 are formed.

  The starter clutch device 29 includes a clutch inner 78 provided with a ring gear 80 that meshes with the reduction gear train 28, and a clutch outer 79 that can be connected to the clutch inner 78 via a one-way clutch 81. Each of the clutch inner 78 and the clutch outer 79 includes a cylindrical boss portion, and a needle bearing 82 is interposed therebetween. Further, these mounted members including the sensor rotor 83 are attached to the right shaft end portion of the crankshaft 15 by the mounting bolts 85 in such a manner as to be sandwiched between the washers 84 and 84 ′. Further, on the left side of the starter clutch device 29, a cam chain sprocket or a cam chain drive sprocket 86 around which a cam chain for rotating the camshaft is wound is disposed.

  Although the embodiment of the present invention has been described above, the lubricating device for a motorcycle engine according to this embodiment has the characteristic configuration described below.

  First, in this embodiment, it has an oil passage structure of a crankshaft end oil supply system, a fastening bolt 56 is fastened to the left shaft end portion of the crankshaft 15 on the side where the generator 30 is provided, and the magnet cover 31 is attached. The formed oil reservoir 60 is liquid-tightly held by a seal or packing 61 and an oil introduction portion 564. With this configuration, in this embodiment, the swing of the fastening bolt 56 is suppressed, and the sealing performance with respect to the oil sump 60 is improved.

  That is, if the fastening bolt 56 is swung, a gap is generated between the seal or packing 61 and the fastening bolt 56, and the sealing performance is lowered. In this embodiment, the cam chain drive sprocket 86 is provided on the side. By fastening the fastening bolt 56 to the left shaft end of the crankshaft 15 on the opposite side, the swing of the fastening bolt 56 is suppressed. That is, a large bending moment acts on the cam chain drive sprocket 86 due to the cam chain to be wound, and when this acts, the fastening bolt 56 is fastened to the shaft end on the opposite side, and thus Since the swing of the fastening bolt 56 caused by the bending moment is reduced, the sealing performance for the oil reservoir 60 can be improved.

  In this embodiment, the rotor 57 is only attached to the left shaft end of the crankshaft 15, and the right drive shaft 67, the starter clutch device 29, the cam chain drive sprocket 86, etc. are attached to the right shaft end. In comparison, the rotational torque reaction force acting on the left shaft end of the crankshaft 15 is considerably small. Therefore, since the runout of the bolt head 561 of the fastening bolt 56 can be significantly reduced as compared with the case where the bolt head 561 is provided on the right shaft end side, the sealing performance with respect to the oil sump 60 can be improved.

  Next, in the present embodiment, an inlay portion 562 is formed in the fastening bolt 56 and the fastening bolt 56 is lightly press-fitted into the crankshaft 15, thereby improving the centering accuracy with the crankshaft 15 and further sealing performance. To improve.

  In the fastening bolt 56, the oil introduction portion 564 comes into close contact with the seal or packing 61, so that the oil reservoir 60 is sealed, but the oil introduction portion 564 is axially extended from the screw portion 563 of the fastening bolt 56. Since they are located apart from each other, the sealing performance is greatly affected. Further, since the fastening bolt 56 also plays a role of fixing the rotor 57 to the crankshaft 15, a fastening torque for stably fixing the rotor 57 is necessary, and the bolt head 561 needs to have a certain size. There is. For this reason, the larger the bolt head 561 is, the more apart from the crankshaft 15 is, the centering accuracy greatly affects the sealing performance. Therefore, by forming the inlay portion 562 and lightly press-fitting the fastening bolt 56 into the crankshaft 15 and improving the centering accuracy, the sealing performance with respect to the oil reservoir 60 can be improved.

  By the way, unlike the present embodiment, a screw portion for mounting the rotor is integrally formed at the shaft end portion of the crankshaft, and the rotor is fixed by a nut screwed to the screw portion, and further, than the screw portion of the crankshaft. It is conceivable that a seal portion is formed outside in the axial direction and the outer peripheral surface of the seal portion is brought into close contact with the seal or packing. In this case, since the seal portion formed axially outward from the screw portion is integral with the crankshaft, the centering accuracy is sufficient and the influence on the sealing performance is considered to be small. However, when the threaded part is integrally formed at the shaft end of the crankshaft, heat treatment is necessary to ensure strength, but heat treatment cannot be applied to only part of the crankshaft, so heat treatment is applied to the entire crankshaft. As a result, there is a risk that the internal hardness of the crankshaft becomes too high and the elasticity is lowered, and the crankshaft is plastically deformed due to long-term use and the rotational resistance is increased. Therefore, as in the present embodiment, in a high rotation / high output type multi-cylinder engine in which the crankshaft is required to be elastic, a screw bolt 56 is not formed integrally with the shaft end of the crankshaft 15 but a fastening bolt 56 is used. It is preferable to supply the shaft end with oil, and it can be said that it is very effective to provide the spigot part 562 on the fastening bolt 56 in order to improve the centering accuracy with this configuration.

<Other embodiments>
In the above-described embodiment, the oil sump 60 is liquid-tightly held by the fastening bolt 56 via the seal or packing 61 attached to the inside of the magnet cover 31, but instead of this, FIGS. A configuration as shown in FIG. In addition, the same code | symbol is used about the structure similar to the above-mentioned embodiment.

  In FIG. 8, a circumferential groove 564 a is formed on the outer peripheral surface of the oil introducing portion 564 of the fastening bolt 56, and a seal ring 800 is interposed between the circumferential groove 564 a and the inside of the magnet cover 31, thereby the oil The oil in the reservoir 60 is kept liquid-tight.

  As shown in FIG. 9, the seal ring 800 has an annular shape with a relatively small thickness. In the illustrated example, a notch 801 such as a step is inserted into a part of the seal ring 800, and the seal ring 800 expands in the radial direction. It is configured to be possible. Thus, the sealing performance can be improved by making the seal ring 800 expandable. Hereinafter, the operation of the seal ring 800 will be described with reference to FIG.

  FIG. 8B is an enlarged view of a region F showing a side cross section of the seal ring 800 and the circumferential groove 564a shown in FIG. As shown in FIG. 8B, when the lubricating oil has a low oil pressure, such as when the engine is running at a low speed, the seal ring 800 is loosely fitted between the circumferential groove 564a of the fastening bolt 56 and the inside of the magnet cover 31. Intervene.

  In this case, strictly speaking, there is a gap between the seal ring 800 and the fastening bolt 56 and between the seal ring 800 and the magnet cover 31, but there is no practical problem. However, because of the low hydraulic pressure, the oil in the oil reservoir 60 is substantially removed. Can be liquid-tight. On the other hand, when the lubricating oil is at a high oil pressure, such as when the engine is rotating at high speed, the seal ring 800 is first pressed to the right by the lubricating oil from the oil reservoir 60, and the adhesion with the side surface of the circumferential groove 564a is increased. The nature will increase. Furthermore, the seal ring 800 is rotated along with the rotation of the crankshaft 15 to receive a centrifugal force and expands in the radial direction, thereby improving the adhesion with the magnet cover 31 and improving the sealing performance. Become. Thus, even when the seal ring 800 is used, the sealing performance can be maintained well, and by providing this on the generator 30 side of the crankshaft 15, the same effect as the above-described embodiment can be obtained. Can do. Furthermore, since the seal ring 800 is configured to be expandable, even if the crankshaft 15 is swung, the displacement in the radial direction is absorbed, so that the sealability of the oil reservoir 60 can be maintained well. The cut is preferably stepped like the cut 801 so that there is no continuous cut in the ring as seen from the central axis direction, but it is not limited to this. For example, an incision may be made obliquely.

1 is a diagram showing an overall configuration of a motorcycle according to an embodiment of the present invention. 1 is a left side view of an engine unit of a motorcycle according to an embodiment of the present invention. 1 is a right side view showing a partial internal structure of an engine unit of a motorcycle according to an embodiment of the present invention. 1 is a cross-sectional view showing a configuration of a crankshaft shaft end and a fastening bolt of an engine unit of a motorcycle according to an embodiment of the present invention. 1 is a cross-sectional view of a crankcase of a motorcycle according to an embodiment of the present invention and a crankshaft inside the crankcase. 1 is a cross-sectional view of a crankshaft of a motorcycle according to an embodiment of the present invention. 1 is a left side view showing a partial internal structure of an engine unit of a motorcycle according to an embodiment of the present invention. FIG. 6 is a view showing a periphery of a shaft end portion of a crankshaft of a motorcycle according to another embodiment of the present invention. It is the figure which showed the sealing member which concerns on other embodiment of this invention.

Explanation of symbols

  10 Engine Unit, 11 Cylinder Block, 12 Crank Case, 13 Upper Crank Case, 14 Lower Crank Case, 15 Crank Shaft, 16 Cylinder Head, 17 Cylinder Head Cover, 18 Piston, 19 Piston Pin, 20 Connecting Rod, 20a Small End, 20b Large end, 21 Journal bearing, 22 Counter shaft, 23 Drive shaft, 24 Drive sprocket, 25 Starting motor, 26, 27 Breather cover, 28 Reduction gear train, 29 Starter clutch device, 30 Generator, 31 Magnet cover, 32 Clutch device, 34 oil pan, 35 secondary balancer, 36 radiator, 37 stay, 38 fan, 39 upstream cooling water piping, 40 water pump, 41 downstream cooling water piping, 4 2 Thermostat, 43 Cooling water piping, 44 Bypass piping, 45 Oil pump, 46 Oil stoner, 47 Oil filter, 48 Oil cooler, 49, 50 Oil passage, 51, 52 Oil hose, 53 Main gallery, 54 Journal portion, 55 Journal portion Oil passage for lubrication, 56 Fastening bolt, 57 Rotor, 58 Stator coil, 59 Oil supply passage, 60 Oil reservoir, 61 Seal or packing, 62 Oil passage, 63 Plug, 64 Crank pin passage, 65 Crank pin bearing, 66 Secondary Balancer drive gear, 67 Primary drive gear, 68 Pump shaft, 69 Driven sprocket, 70 Chain, 71 Drive shaft, 72 Impeller, 73 Oil feed path, 78 Clutch inner, 79 Clutch Uta, 80 ring gear, 81 one-way clutch, 82 needle bearing, 83 rotor, 84 washer, 85 mounting bolt, 86 cam chain drive sprocket, 87 oil discharge passage, 88 opening, 100 motorcycle, 101 body frame, 102 steering head pipe , 103 Front fork, 104 Handlebar, 105 Grip, 106 Front wheel, 107 Front fender, 108 Brake disc, 109 Swing arm, 110 Rear shock absorber, 111 Rear wheel, 112 Chain, 113 Driven sprocket, 114 Inner fender, 115 Rear fender, 116 fuel injection device, 117 exhaust pipe, 117 ′ collecting portion, 118 exhaust chamber, 119 muffler, 120 fuel tank, 1 1 seat, 121A rider seat, 121B tandem seat, 122A footrest, 122B footrest, 123 prop stand, 124 headlamp, 125 meter unit, 126 rearview mirror, 127 stay, 128 fairing, 129 side cowl, 130 side cover, 131 seat Cowl, 132 Air intake, 561 Bolt head, 562 Inlay part, 563 Screw part, 564 Oil introduction part, 564a Circumferential groove, 800 Seal ring, 801 Notch.

Claims (7)

In a motorcycle engine having a plurality of cylinders, a lubricating device for a motorcycle engine that supplies lubricating oil from a shaft end of a crankshaft,
At least one cam chain driving device is disposed at one end, and a fastening bolt is fastened to the shaft end of the crankshaft on which the generator is disposed on the other end,
Between the generator cover of the generator and the fastening bolt, a seal member for holding the oil reservoir formed inside the generator cover in a liquid-tight state is interposed,
An oil lubrication device for a motorcycle engine, wherein an oil supply passage for communicating the oil reservoir and an oil passage formed inside the crankshaft is formed in the fastening bolt. The fastening bolt includes a bolt head that sandwiches the rotor of the generator between the crankshaft,
An oil introduction part extending outward in the axial direction from the bolt head,
2. The motorcycle engine according to claim 1, wherein the seal member is interposed between a generator cover of the generator and an outer peripheral surface of the oil introduction portion, and holds the oil sump in a liquid-tight manner. Lubrication equipment.   The lubricating device for a motorcycle engine according to claim 1 or 2, wherein the fastening bolt is fastened to the other end side of the crankshaft by a screwing structure and an inlay structure.   The lubricating device for a motorcycle engine according to any one of claims 1 to 3, wherein the seal member is attached to the inside of the generator cover.   2. The seal member according to claim 1, wherein a part of the seal member is separated so as to be radially expandable, and is a seal ring that fits into a circumferential groove formed in the bolt head. 2. A lubricating device for a motorcycle engine according to 2 or 3.   The crankshaft is provided with the cam chain driving device and a primary drive gear and a starter clutch device on the same side as the cam chain driving device. 6. The lubricating device for a motorcycle engine according to any one of claims 5 to 6.   A motorcycle comprising the lubricating device for a motorcycle engine according to any one of claims 1 to 6.

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