JPH0783014A - Engine lubricator - Google Patents

Abstract

(57) [Abstract] [Purpose] Lubricate the small end of the connecting rod sufficiently so that the amount of lubricating oil supplied to the engine does not become excessive. A small end portion 101 of a connecting rod 98 is pivotally supported on a piston 97 via a piston pin 102. This small end 10
1 is located in the skirt 97c of the piston 97. The lubricating oil 55 is directed toward the small end 101 of the connecting rod 98.
Is injected together with the compressed air 48, 60a.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lubricating device for an engine such as a two-cycle engine used in an automobile.

[0002]

2. Description of the Related Art In a two-cycle engine, a small end portion of a connecting rod is usually pivotally supported by a piston via a piston pin, and this small end portion is located in a skirt of the piston.

When the engine is driven, lubricating oil is mixed into the air sucked into the crankcase, and the lubricating oil is scattered when sucked into the crankcase, so that a part of the lubricating oil is small. It is supplied to the end portion to lubricate the small end portion.

[0004]

By the way, as described above, when the lubricating oil is sucked and scattered in the crankcase, this scattering is carried out according to the flow of the sucked air, but the small end portion is Since the upper part of the skirt provided inside is a dead end by the piston head, the air does not forcefully flow into the skirt.

Therefore, the supply of the lubricating oil to the small end portion in the skirt tends to be insufficient.

Therefore, a large amount of lubricating oil is mixed into the intake air to prevent the insufficient supply of lubricating oil to the small end portion. In this way, the lubricating oil for the engine is prevented. There is a problem that the amount of supply of water becomes excessive.

[0007]

SUMMARY OF THE INVENTION The present invention has been made by paying attention to the above circumstances, and sufficiently lubricates the small end portion of the connecting rod so that the supply amount of lubricating oil to the engine is not excessive. With the goal.

[0008]

SUMMARY OF THE INVENTION To achieve the above object, the present invention is characterized in that a small end portion of a connecting rod is pivotally supported on a piston via a piston pin, and the small end portion is connected to the piston. In the engine located in the skirt of
The point is that the lubricating oil is jetted together with the compressed air toward the small end of the connecting rod.

[0009]

[Operation] The operation of the above configuration is as follows.

The upper part of the skirt 97c of the piston 97 having the small end portion 101 of the connecting rod 98 is the piston head 97.
Since it is a dead end at b, it is difficult to supply the lubricating oil 55, but in the present invention, the lubricating oil 55 is compressed toward the small end portion 101 of the connecting rod 98 and compressed air 48, 60a.
It is designed to be jetted with.

Therefore, a sufficient amount of lubricating oil 55 is supplied to the small end portion 101 without waste.

[0012]

Embodiments of the present invention will be described below with reference to the drawings.

(Example 1)

1 to 20 show a first embodiment.

2 to 9, reference numeral 1 in the drawings denotes an automobile, which has a vehicle body 2, a body frame 3, left and right front wheels 4, 4 and left and right rear wheels 5, 5. The arrow Fr in the figure indicates the front of the automobile 1, and the left and right described below refer to the direction toward the front.

An engine 7 is arranged at the front of the vehicle body 2, and the engine 7 is supported by the vehicle body frame 3 by front and rear brackets 8 and 9 and other brackets. The engine 7 is a parallel three-cylinder pre-compression type two-cycle engine including first to third cylinders 10 to 12. A power transmission device 13 is connected to the left end of the engine 7,
The power of the engine 7 is transmitted to at least one of the front wheels 4 and the rear wheels 5 via the power transmission device 13 so that the automobile 1 can run.

An intake manifold 15 is provided on the rear surface of the engine 7, and a throttle valve 16 is attached to the protruding end of the intake manifold 15. On the other hand, an air cleaner 17 is arranged above the left side of the engine 7, a first intake pipe 18 extends forward from the air cleaner 17, and the throttle valve 16 and the air cleaner 17 are connected by a second intake pipe 19. ing.

An air pressure sensor 20 is provided in the second intake pipe 19.
Is installed.

An exhaust manifold 21 is projectingly provided on the front surface of the engine 7. The front end of the first exhaust pipe 22 is connected to the projecting end of the exhaust manifold 21, and the rear end side of the first exhaust pipe 22 passes below the engine 7 and extends rearward. At the rear end of the first exhaust pipe 22, a catalyst pipe 23,
The first muffler 24 and the second mufflers 25, 25 are sequentially connected. Further, the second muffler 25 has a second end at the rear end.
The exhaust pipe 26 and the third muffler 27 are sequentially connected.
In addition, a branch pipe 28 is provided so as to project from the front and rear midway portion of the second exhaust pipe 26 toward the left side.

In the above case, the catalyst is carried on the inner surface of the first exhaust pipe 22. A temperature sensor 29 is attached to the catalyst pipe 23.

A fuel supply device 32 for supplying fuel 31 to the engine 7 is provided. This fuel supply device 32
Has a fuel tank 33 provided at the rear of the vehicle body 2, and an electric fuel pump 34 is installed in the fuel tank 33. On the other hand, a fuel injection valve 36 is attached to each of the first to third cylinders 10 to 12. The fuel 31 discharged from the fuel pump 34 is supplied to the fuel injection valve 36.
Is provided with a fuel supply pipe 39, and a fuel filter 40 is provided in the middle of the fuel supply pipe 39. Remaining fuel 31 after being supplied to the fuel injection valve 36
Is provided in the fuel tank 33, and a differential pressure regulator 42 is provided in the middle of the fuel return pipe 41.
Is installed.

An air pump 45 is provided on the right side of the engine 7.
Is provided. The air cleaner 17 is connected to the suction port of the air pump 45 by an air suction pipe 46, and a silencer 47 is provided in the middle of the air suction pipe 46. An air discharge pipe 49 for sequentially supplying the compressed air 48 discharged from the air pump 45 to the fuel injection valve 36 is provided. An air return pipe 50 is provided for returning the remaining compressed air 48 after being supplied to the first to third fuel injection valves 36 to 38 into the rear end of the first exhaust pipe 22. The differential pressure regulator 42 is interposed midway.

Spark plugs 53 are provided in the first to third cylinders 10 to 12, respectively.

A lubricating device 56 for supplying lubricating oil 55 to the engine 7 is provided. The lubricating device 56 has an oil pump device 57 that supplies the lubricating oil 55 to a predetermined portion, and an oil tank 58 that stores the lubricating oil 55 and supplies the lubricating oil 55 to the oil pump device 57. .

In FIGS. 8 and 9, a water pump 62 is attached to the rear surface side of the engine 7, and the water pump 62 is attached.
Is driven by the engine 7. The cooling water 63 discharged from the discharge port of the water pump 62 is the engine 7
This engine 7 is cooled through the inside. Thereafter, the same as above, the cooling water 63 is sent to the radiator 66 via the thermostat 64 and the water feed pipe 65, and after being air-cooled here, passes through the water return pipe 67 and is returned to the suction port of the water pump 62,
It is ejected again as described above.

In particular, in FIGS. 3 and 5, when the engine 7 is driven, the air 60 passes through the first intake pipe 18, the air cleaner 17, the second intake pipe 19, the throttle valve 16 and the intake manifold 15 in order. Is sucked into the engine 7. On the other hand, the fuel 31 is injected into the engine 7 together with the compressed air 48 by each fuel injection valve 36, and this is ignited by the ignition plug 53 and used for combustion. The exhaust gas 68 generated by this combustion is the exhaust manifold 2 described above.
1, first exhaust pipe 22, catalyst pipe 23, first muffler 24, second muffler 25, second exhaust pipe 26, and third muffler 27.
And then discharged.

In the above case, a part of the air 60 after being filtered by the air cleaner 17 is used to generate the compressed air 48 by the air pump 45. Further, the fuel 31 injected by each fuel injection valve 36 and the compressed air 48
These pressures are properly adjusted by the differential pressure regulator 42.

6 to 8, on the right side of the engine 7, an oil pump 70 for power steering, a vacuum pump 71 for braking, and a compressor 7 for air conditioning.
2, the air pump 45 and the air pump 45 are driven by the engine 7 via the belt transmission mechanism 73, and the respective rotation directions thereof are the directions of the one-dot chain line arrow in FIG. 74 is an idler.

In FIG. 8, an alternator 76 interlocking with the vacuum pump 71 is provided on the rear surface side of the engine 7. Reference numeral 77 is a starter motor.

In FIG. 1 and FIGS. 10 to 19,
The engine 7 has a crankcase 80, and the crankcase 80 is divided into an upper case 81 and a lower case 82 into upper and lower parts, which are fastened detachably to each other. A crank chamber 85 inside the crank case 80 accommodates a crank shaft 85 extending substantially horizontally. The right end of the crank shaft 85 is connected to the oil pump 70, the vacuum pump 71 and the like via the belt transmission mechanism 73.

The crankshaft 85 is a crankshaft 86,
Three pairs of crank arms 87, each pair of crank arms 8
7 and crank pins 88 which are respectively erected on the shaft 7, and the crank main shaft 86 has first to fourth bearings 90 to 93.
Is supported between the joint surfaces of the upper case 81 and the lower case 82.

Corresponding to the first to third cylinders 10 to 12, three cylinders 95 on the left and right are integrally provided so as to project upward from the upper case 81 so as to integrally project with each other.
A cylinder hole 96 is formed in each of the parts 5. Pistons 97 are vertically slidably fitted in the respective cylinder holes 96, and the pistons 97 and the corresponding crank pins 88 are connected to each other by connecting rods 98.

The piston 97 is composed of a disk-shaped piston head 97b and a cylindrical skirt 97c integrally extending downward from the peripheral edge of the piston head 97b. A circular pipe-shaped upper and lower midway portion of the skirt 97c. Is attached to the piston pin 102, and the piston pin 102 penetrates the skirt 97c in the left-right radial direction.

The large end 99 of the connecting rod 98 is connected to the crank pin 88, and the small end 101 of the connecting rod 98 is the piston pin 1 inside the skirt 97c.
02 is pivotally supported about its axis.

A cylinder head 104 is attached to the upper end of the cylinder 95. The cylinder head 104,
A space surrounded by the cylinder 95 and the piston 97 is a combustion chamber 105. The fuel injection valve 36 and the spark plug 53 are detachably attached to the cylinder head 104, and in particular, as shown in FIG. 11, the nozzle 106 of the fuel injection valve 36 and the discharge part 1 of the spark plug 53.
07 faces the combustion chamber 105.

10, 11, and 15 to 17, the balancer case 1 which covers the lower surface side of the lower case 82.
The balancer case 110 is detachably fastened to the lower case 82.

The lower case 82 and the balancer case 110 described above.
A space between and is a balancer chamber 111, and the balancer chamber 111 has a balancer shaft 112 that extends substantially horizontally to the left and right.
The balancer shaft 112 is accommodated in the crankshaft 8
Underneath 5, it extends parallel to the crankshaft 85.
The balancer shaft 112 is supported by a left bearing 113 and a right bearing 114 between joint surfaces of the lower case 82 and the balancer case 110. Above crankcase 8
0, the cylinder 95, and a side cover 116 that covers the right side walls of the balancer case 110 from the outside, and the inside of the side cover 116 is a gear chamber 117.

The drive gear 11 is provided at the right end of the crankshaft 85.
8 is attached. On the other hand, the balancer shaft 112
A driven gear 119 is attached to the right end of the drive gear 118 and the driven gear 119 are housed in the gear chamber 117 and mesh with each other. Then, the balancer shaft 11
2 is interlocked with the crankshaft 85 via the drive gear 118 and the driven gear 119.

In the above case, the driven gear 119 has a base 120 fixed to the right end of the balancer shaft 112, a gear body 121 meshing with the drive gear 118, and the base 1
The ring-shaped shock absorber 122 is made of rubber and is interposed between the gear 20 and the gear body 121, and the pin 123 that supports the shock absorber 122 on the base 120.

The crankshaft seal 124 for preventing the lubricating oil 55 from flowing between the gear chamber 117 side and the crank chamber 83 side, and the same as above, the gear chamber 117 side and the balancer chamber 11 are provided.
A balancer shaft seal 125 that separates the first side from the first side is provided.

In FIGS. 7, 8 and 10, a flywheel 126 is fastened to the left end of the crankshaft 85, and the power of the crankshaft 85 is transmitted through the flywheel 126 to the input side of the power transmission device 13. Is being communicated to.

The transmission case 128 of the power transmission device 13 and the side cover 116 are fastened across the upper case 81 and the lower case 82 of the crankcase 80, the cylinder 95, and the balancer case 110, respectively. For this reason, these rigidity is mutually enhanced, and thereby vibration and noise are reduced.

11 and 12, intake ports 129 are formed on the rear wall of the crankcase 80 corresponding to the first to third cylinders 10 to 12, respectively, and the intake ports 129 are formed at the opening edges of the intake ports 129. A front end of the intake manifold 15 is detachably fastened with a bolt 130.
A reed valve 131 is provided in each of the intake ports 129.

The reed valve 131 is sandwiched between the rear wall of the crankcase 80 and the front end of the intake manifold 15 and fastened to the crankcase 80.
32 and a valve body 133 integrally projecting from the flange 132 toward the crank chamber 83. The valve body 133 has a triangular cross section in a plan view and extends vertically long. Three upper and lower valve holes 134 are formed on the left and right sidewalls of the valve body 133, respectively. Further, a thin elastic lead 135 for opening and closing the valve holes 134 is provided, and the lead 135 is cantilevered by the valve body 133. The lead 135 elastically closes the valve holes 134 in a free state. There is.

In FIGS. 12 to 14, three scavenging passages 138 extending from the crank chamber 83 toward the combustion chamber 105 are formed in the cylinder 95 around the cylinder holes 96.

An exhaust passage 140 is formed so as to penetrate from each combustion chamber 105 toward the front of the cylinder 95.
On the other hand, the exhaust manifold 21 includes the first to third cylinders 10
No. 1 to No. 3 short tubes 141 to 1 provided corresponding to No.
43, and the rear ends of the first to third short pipes 141 to 143 are fastened to the opening edges of the corresponding exhaust passages 140. Further, the same as above, the first to third short pipes 141 to 14
Each front end of 3 is bent downward in the front direction in an arc shape in a side view, and is connected to a collecting pipe 144 to be assembled together. The front end of the first exhaust pipe 22 is connected to the collecting pipe 144.

When the engine 7 is driven, when the piston 97 moves up from the bottom dead center shown in FIGS. 18 and 19 to the cylinder hole 96 is the suction and compression process. In this process, the crank chamber 83 Became negative pressure, and lead 13
The reed valve 131 opens due to the bending of 5. Then, the air 60 is sucked into the crank chamber 83 through the second intake pipe 19, the throttle valve 16, the intake manifold 15, and the reed valve 131 in this order, and at the same time, is sucked into the combustion chamber 105 in advance. The air 60
It is compressed by the rising piston 97.

Before the top dead center of the piston 97 shown in FIG. 11, with respect to the air 60 compressed in the combustion chamber 105,
The fuel 31 and the compressed air 48 are injected by the fuel injection valve 36, and an air-fuel mixture is generated in the combustion chamber 105. Next, immediately before the top dead center of the piston 97, the discharge of the spark plug 53 starts the combustion of the air-fuel mixture, the gas expands, and the piston 97 is lowered.

As the piston 97 descends, the air 60 sucked into the crank chamber 83 as described above is compressed and the reed valve 131 closes. Then, as the piston 97 further descends, the air 60 in the crank chamber 83 is further compressed, that is, pre-compressed.

While the piston 97 is descending, first, the exhaust passage 140 is opened, and the combustion gas resulting from the combustion is discharged as the exhaust 68 through the exhaust passage 140. That is, this is the exhaust process. When the piston 97 further descends from here, each scavenging passage 138 opens. Then, the air 60 precompressed in the crank chamber 83 as described above is transferred to the scavenging passage 1.
Through 38 into the combustion chamber 105. That is, this is the scavenging process. Then, the air 60 becomes the combustion chamber 10
5 part of the combustion gas remaining in the exhaust passage 140
Extrude to. Along with this, the air 60 fills the combustion chamber 105 and returns to the state of the bottom dead center shown in FIGS. 18 and 19.

From this point, the piston 97 rises again, and the above-described steps are repeated, and the crankshaft 85 rotates in the directions shown by the arrows in the drawings, and the engine 7 drives power through the crankshaft 85. Output.

As shown in FIGS. 18 and 19, when the piston 97 reaches the bottom dead center, the lower edge of the skirt 97c of the piston 97 does not come into contact with the crank arm 87. The chamfers 87a and 97a are formed so that the piston 97 can descend sufficiently.

In FIGS. 10 to 12, the cylinder 95
A water jacket 147 is formed on the peripheral wall of the. A water inlet 148 communicating with the water jacket 147 is formed on the rear wall of the cylinder 95 of the first cylinder 10, and the water inlet 148 is connected to the outlet of the water pump 62. On the other hand, a water outlet that communicates with the water feed pipe 65 is formed in the left side wall of the third cylinder 12 in the substantially front and rear center of the cylinder head 104. In addition, the water inlet 14
No. 1 on the inner wall surface of the water jacket 147 facing 8
46 is integrally molded, and the built-up portion 146 prevents the inner wall surface of the water jacket 147 from being unevenly overcooled as compared with the other.

When the engine 7 is driven as described above, the cooling water 63 is sent to the water jacket 147 by the water pump 62 which is interlocked with the engine 7 to cool the cylinder 95 and the cylinder head 104. Further, a part of the cooling water 63 is branched to cool the air pump 45.

7, FIG. 12, FIG. 13, and FIG. 20, each of the exhaust passages 140 opened to the cylinder hole 96.
An exhaust valve 150 for adjusting the exhaust timing is provided by vertically changing the upper edge position of the exhaust port 149.

Explaining the exhaust valve 150,
A valve hole 151 penetrating from the outside of the cylinder 95 toward the upper portion of the exhaust port 149 is formed in the cylinder 95. A valve body 152 is supported in the valve hole 151 so as to be rotatable around its axis. The portion of the valve body 152 that faces the exhaust port 149 has a semicircular cross section.

A pulley 153 is attached to the valve body 152, and the pulley 153 is connected to a servomotor by a wire 154.

Then, when the engine 7 rotates at low and medium speeds, the servo motor is driven through the control device based on the signal of the sensor which detects this, whereby the phantom lines in FIG. 13 and FIG. Wire 15 as shown
The valve body 152 is rotated through the pulley 4 and the pulley 153. Then, the upper edge position of the exhaust port 149 is displaced downward, and the exhaust timing is delayed accordingly.

On the other hand, when the engine 7 is rotating at a high speed, the valve body 152 is rotated by the servomotor or the like as shown by the solid line in FIG. 13 and the broken line in FIG. Then,
By the action opposite to the above, the upper edge position of the exhaust port 149 is displaced upward, and the exhaust timing is advanced accordingly.

In this way, the exhaust timing is adjusted so as to match the rotational speed of the engine 7, and the engine performance is thereby improved. The control of the exhaust valve 150 may include the load of the engine 7 as a condition.

The lubricating device 56 will be described in more detail with reference to FIGS. 1, 5, 10, 11, and 14 to 16.

The lubricating device 56 has a direct oil supply device 157 and an indirect oil supply device 158.

10 and 15, the direct oil supply device 157 has a first oil pump which constitutes a part of the oil pump device 57, and the discharge port of each of these first oil pumps is the first oil pump. A passage 160 communicates with the sliding contact portion between the cylinder 95 and the piston 97, and the oil tank 58 is connected to the sliding contact portion.
Lubricating oil 55 is supplied.

10 and 15, the direct oil supply device 157 has a second oil pump which constitutes a part of the oil pump device 57, and the discharge port of each of these second oil pumps is the second oil pump. The second to fourth bearings 91 to 9 are formed by the oil passage 163.
3, the lubricating oil 55 in the oil tank 58 is supplied to these bearings.

In FIG. 1, FIG. 10, FIG. 11 and FIG. 15, each of the second oil passages 163 corresponds to the second to fourth bearings 9
1 to 93 and the third oil passage 16 formed in the crankshaft 85.
4 through the crank pin 88 and the large end 9 of the connecting rod 98.
The lubricating oil 55 is also supplied to this connecting portion.

In FIG. 1, the direct oil supply device 157 is the same as that of the third oil pump 1 which constitutes a part of the oil pump device 57 of the above.
66, and the discharge port of the third oil pump 166 penetrates the cylinder 95 by the fourth oil passage 167 and the cylinder hole 96.
It communicates with the inside.

The cylinder 9 is provided at the downstream end of the fourth oil passage 167.
5, the skirt 9 of the piston 97 is formed when the piston 97 reaches the top dead center as shown in FIG.
It opens obliquely upward so as to pass through the inside of 7c and face the small end portion 101.

On the other hand, a compressed air supply pipe 168 is provided which connects the middle portion of the air discharge pipe 49 to the downstream end side of the fourth oil passage 167, and a check valve 170 is provided in the middle portion of the compressed air supply pipe 168. , Solenoid-driven on-off valve 17
1 and 1 are provided.

The third oil pump 166 and the opening / closing valve 171.
A control device 169 is provided for electronically controlling and. By this control, the lubricating oil 55 in the oil tank 58 is supplied to the sliding contact portion between the cylinder 95 and the piston 97 via the fourth oil passage 167 by driving the third oil pump 166.

When the piston 97 is at the top dead center,
The on-off valve 171 is opened, and a part of the compressed air 48 flowing in the air discharge pipe 49 is sequentially injected through the check valve 170 and the on-off valve 171 into the cylinder hole 96.
Then, the lubricating oil 55 in the fourth oil passage 167 is atomized with the injected compressed air 48, and the small end portion 101.
On the other hand, a sufficient amount of lubricating oil 55 is supplied without waste, and the small end portion 101, that is, the sliding contact portion between the small end portion 101 and the piston pin 102 is sufficiently lubricated.

When the piston 97 is at the bottom dead center, the fourth
The opening at the downstream end of the oil passage 167 is kept closed at the upper outer peripheral surface of the piston 97.

In FIG. 1, FIG. 11 and FIG. 16, the indirect oil supply device 158 is a fifth case formed in the lower case 82.
An oil passage 172 is provided. One end of the fifth oil passage 172 opens to the bottom of the crank chamber 83, and the other end extends rearward and downward and opens to the rear surface of the upper and lower cases 82. An oil pipe 173 is provided, one end of which is connected to the opening and the other end of which extends through the front end of the intake manifold 15 and extends upward. The extension end of the oil pipe 173 is more air 60 than the reed valve 131.
It is arranged so as to correspond to the upper part of the reed valve 131 on the upstream side of the above.

Then, the lubricating oil 55 accumulated at the bottom of the crank chamber 83 is caused to flow in the fifth oil passage 172 and the oil pipe 173 by the differential pressure between the crank chamber 83 and the intake manifold 15.
And is sucked and supplied to the upper part of the reed valve 131 via. When the lubricating oil 55 passes through the reed valve 131 and is sucked into the crank chamber 83, the lubricating oil 55 scatters and the piston 9
7 also lubricates the connecting portion of the connecting rod 98.

6, FIG. 8, FIG. 10, FIG. 11 and FIG.
5 to 17, an oil chamber 176 is formed on the rear side of the balancer chamber 111, and the right end of the oil chamber 176 is adjacent to the gear chamber 117 and communicates with each other. Oil chamber 1 above
Gear oil 175 is stored in the bottoms of the gear 76 and the gear chamber 117 so that they can flow into each other.
The bottom of 9 is oil bathed. Then, when the driven gear 119 rotates, the driven gear 119 receives gear oil 1
75 is scraped up, and the meshing portion of the drive gear 118 and the driven gear 119 is lubricated.

Further, the driven gear 119 and the drive gear 11 are
8, a part of the gear oil 175 that is sequentially scraped up is supplied to the first bearing 90 and the right bearing 114 to lubricate them.

A baffle plate 177 extending along the rear surface of the driven gear 119 is integrally formed with the balancer case 110 and the side cover 116, and the baffle plate 177 separates the gear chamber 117 and the oil chamber 176. And
The gear oil 175 scraped up especially on the left and right side surfaces of the driven gear 119 is scattered by the inertial force of the driven gear 119 to be scattered by the baffle plate 17
It is supposed that the oil will flow into the oil chamber 176 by overcoming No. 7. Further, a small communication hole 178 is formed in the lower portion of the baffle plate 177, and the communication hole 178 allows the bottom of the oil chamber 176 to communicate with the gear chamber 117.

The baffle plate 177 prevents the driven gear 119 and the drive gear 118 from scraping up a large amount of gear oil 175 unnecessarily, and the communication hole 178 supplies an appropriate amount of gear oil 175 to the driven gear 119 side.

In particular, as shown in FIG. 6, a gear type electric oil pump 180 is provided on the rear side of the engine 7. The bottom of the oil chamber 176 is connected to the suction port of the electric oil pump 180 via a suction oil pipe 181. The discharge port of the electric oil pump 180 is connected to the vacuum pump 71 through a discharge oil pipe 182, and the oil chamber 1 is connected to the vacuum pump 71.
The gear oil 175 of 76 is supplied to lubricate the vacuum pump 71.

Particularly in FIG. 17, the vacuum pump 71 is used.
A breather chamber 185 is provided to separate the exhaust air 184 from the gear oil 175 contained in the exhaust air 184 and to exhaust the separated air.

At the rear of the crankcase 80, the upper first
Chambers to upper fourth chambers 186 to 189 are formed, and these are arranged side by side. These upper first chamber-upper fourth chamber 186-
The upper second chamber 187 and the upper fourth chamber 189 are portions for accommodating the reed valve 131, respectively, and the space apart from the upper second chamber 187 and the upper fourth chamber 189 is the upper first chamber. The chamber 186 and the upper third chamber 188 are formed, and these 186 and 188 form a part of the breather chamber 185. Also, the upper first chamber to the upper third chamber 186 to 188 described above.
Lower first chambers to fourth chambers 190 to 193 are formed in the rear part of the same crankcase 80 below the lower first chambers to the fourth chambers.
The chambers 190 to 193 are also arranged side by side.

On the ceiling wall of the upper first chamber 186, the inlet pipe 1
95 is attached, and the outlet of the vacuum pump 71 is connected to the inlet pipe 195 by an exhaust air pipe 196. A first air passage 198 is provided that connects the upper first chamber 186 to the lower first chamber 190.

The lower first chamber 190 and the lower second chamber 191 communicate with each other at their lower portions, the lower second chamber 191 and the lower third chamber 192 communicate with each other at their upper portions, and the lower third chamber 192 and the lower fourth chamber 192. The lower parts communicate with 193. Further, the lower fourth chamber 193 communicates with the upper third chamber 188 by the second air passage 199, and the third air passage 200 is formed on the ceiling wall of the upper third chamber 188.
The third air passage 200 opens to the outside of the engine 7.

There is provided a first oil flow down passage 201 for communicating the upper first chamber 186 with the bottom of the oil chamber 176.
A second oil flow down passage 202 and a third oil flow down passage 203 are provided to connect 90 and the lower third chamber 192 to the same oil chamber 176.
Further, a fourth oil flow down passage 204 is provided that connects the upper third chamber 188 to the bottom of the oil chamber 176.

The vacuum pump 71 is driven to drive the gear oil 17
When the exhaust air 184 containing 5 is sent to the breather chamber 185 through the exhaust air pipe 196 and the inlet pipe 195, the exhaust air 184 repeatedly moves up and down in each chamber as shown by the phantom line in FIG. , Flows and is discharged through the third air passage 200.

By repeating the vertical movement of the exhaust air 184, the gear oil 175 contained therein is inertially separated from the exhaust air 184, and the gear oil 175 is contained in the first to fourth oil flow down passages 201 to 204. Through the oil chamber 176
Stored in.

Although the above is based on the illustrated example, the third oil pump 166 is attached to the sliding contact portion between the cylinder 95 and the piston 97.
If the sufficient lubricating oil 55 is supplied by, the first oil passage 160 may be omitted.

Further, the piston 97 with respect to the cylinder 95
At any point during the sliding of the fourth oil passage 167.
The downstream end of the piston pin 102 may communicate with the inner hole of the piston pin 102, and at the time of this communication, the on-off valve 171 may be opened to inject the compressed air 48 into the inner hole of the piston pin 102. In this way, the lubricating oil 55 that is injected together with the compressed air 48 becomes the piston pin 102 and the oil passage 1 shown in FIG.
02a and the small end 101 and the piston pin 102.
It is supplied to the sliding contact portion with and is sufficiently lubricated here.

(Example 2)

FIG. 21 shows the second embodiment.

According to this, the compressed air supply pipe 168 is
The crank chamber 83 is connected to the downstream end side of the fourth oil passage 167.

In this case, the crank chamber 83 of any one of the first to third cylinders 10 to 12 communicates with the cylinder 95 of another cylinder.

Then, the air 60 in the crank chamber 83 is
Is precompressed by the lowering of the piston 97, the on-off valve 17
1 is opened, the pre-compressed compressed air 60a passes through the compressed air supply pipe 168, the check valve 170, and the opening / closing valve 171, and the piston 97 is in the cylinder 95 of the other cylinder where the top dead center is reached. It is designed to be injected into.

The other structures and operations are the same as those of the first embodiment, and the common structures in the drawings are designated by the common reference numerals and the description thereof will be omitted.

(Example 3)

FIG. 22 shows the third embodiment.

According to this, the oil sump portion 207 is formed at the downstream end opening of the compressed air supply pipe 168, and the oil sump portion 207 is formed at the bottom dead center piston 9 shown by a virtual line in the figure.
It is located near the bottom of 7. The lubricating oil 55 is supplied to the oil sump 207 by the third oil pump 166, and the lubricating oil 55 flowing down along the inner peripheral surface of the cylinder hole 96 is supplied and accumulated.

When the piston 97 is at the bottom dead center, the opening / closing valve 171 is opened and the compressed air 48 is injected toward the small end portion 101. Then, the lubricating oil 55 stored in the fourth oil passage 167 and in the oil sump 207 is atomized along with the injected compressed air 48 and is vigorously supplied to the small end 101.

According to this embodiment, the lubricating oil 55 stored in the oil reservoir 207 is also supplied to the small end portion 101, so that this supply amount is sufficiently secured.

The other structures and operations are the same as those of the first embodiment, and the common structures in the drawings are designated by the common reference numerals and the description thereof will be omitted.

In this embodiment, it is not necessary to supply the lubricating oil 55 from the third oil pump 166 to the fourth oil passage 167. Further, this embodiment may be applied to the second embodiment.

[0101]

According to the present invention, since the upper portion of the skirt of the piston having the small end portion of the connecting rod inside is a dead end at the piston head, it is difficult to supply the lubricating oil. The lubricating oil is jetted together with the compressed air toward the small end of the connecting rod.

Therefore, a sufficient amount of lubricating oil is supplied to the small end portion without waste.

Therefore, it is possible to sufficiently lubricate the small end portion of the connecting rod while suppressing the amount of lubricating oil supplied to the engine.

[Brief description of drawings]

FIG. 1 is a diagram in which FIG. 6 and FIG. 11 are combined in Example 1.

FIG. 2 is a right side view of an entire vehicle in the first embodiment.

FIG. 3 is an overall plan view of an automobile in the first embodiment.

FIG. 4 is a front view of the entire vehicle in the first embodiment.

FIG. 5 is a partially enlarged view of FIG. 3 in the first embodiment.

FIG. 6 is a partially enlarged view of FIG. 2 in the first embodiment.

FIG. 7 is a partially enlarged view of FIG. 4 in the first embodiment.

FIG. 8 is a rear view of the engine according to the first embodiment.

FIG. 9 is a partial cutaway view of the left side surface of the engine in the first embodiment.

10 is a vertical sectional view of FIG. 7 in Embodiment 1. FIG.

11 is a cross-sectional view taken along line 11-11 of FIG. 10 in Example 1. FIG.

FIG. 12 is a sectional view taken along line 12-12 of FIG. 11 in the first embodiment.

13 is a sectional view taken along line 13-13 of FIG. 12 in the first embodiment.

FIG. 14 is a sectional view taken along line 14-14 of FIG. 12 in the first embodiment.

FIG. 15 is a partially enlarged view of FIG. 10 in the first embodiment.

16 is a sectional view taken along line 16-16 of FIG. 15 in the first embodiment.

17 is a cross-sectional view taken along line 17-17 of FIG. 16 in the first embodiment.

FIG. 18 is an operation explanatory view corresponding to a part of FIG. 11 in the first embodiment.

FIG. 19 is a partial front view of what is shown in FIG. 18 in the first embodiment.

20 is a cross-sectional view taken along line 20-20 of FIG. 12 in the first embodiment.

FIG. 21 is a diagram corresponding to FIG. 1 in the second embodiment.

22 is an enlarged view of a third embodiment and corresponds to a part of FIG. 1. FIG.

[Explanation of symbols]

 7 Engine 10 1st cylinder 11 2nd cylinder 12 3rd cylinder 45 Air pump 48 Compressed air 49 Air discharge pipe 55 Lubricating oil 60 Air 60a Compressed air 83 Crank chamber 85 Crankshaft 95 Cylinder 96 Cylinder hole 97 Piston 97b Piston head 97c Skirt 98 connecting rod 99 large end 101 small end 102 piston pin 168 compressed air supply pipe 169 controller 207 oil sump

Claims (1)

[Claims] 1. In an engine in which a small end portion of a connecting rod is pivotally supported by a piston via a piston pin, and the small end portion is located in a skirt of the piston, lubrication is performed toward the small end portion of the connecting rod. An engine lubricator designed to inject oil with compressed air.