201115020 六、發明說明： 【發明所屬之技術頷域】 本發明係關於一種臥式引擎之冷卻構造，特別是關 於一種利用冷卻通路將潤滑油引流過活塞室與驅動室 之間的連接壁内以冷卻引擎溫度之臥式引擎之冷卻構 造。 【先前技術】 現有四行程引擎，因活塞高迷往復作動，會使得汽 缸頭與汽缸塊產生高溫。為了使高溫能散逸崎低熱應 力之變形’現有四行則擎會於仏頭與汽缸塊外部凸 設許多散熱鰭片’以將其高溫經由氣冷方式加以驅散； 另外，目前習知㈣擎尚有：在料之鏈條㈣使潤滑 油（亦稱為機油）沿著鏈條室的内壁面回流的設計。 請參照第1圖所示’-種習用立式引擎構造之侧剖 視圖’其中該立式引擎包含一汽缸頭81、一汽缸塊82 及設於該汽缸塊82下方之一曲軸箱9〇。該汽缸頭81 内設有一組進排氣通道（未繪示）及一組進排氣閥門（未 繪示）’另還包含一組凸輪轴83以驅動該進排氣閥門。 該汽缸塊82 s免有一活塞室（未纟會示）可供一活塞84作往 復運動。該曲軸箱90内設有一曲輛91及一連桿％， 該連桿85用以連接該曲轴91與該活塞84。該汽缸頭 81及汽缸塊82之一侧設有一鏈條室86可連通該汽缸 頭81、該汽缸塊82及該曲轴箱9〇，該鏈條室％内設 201115020 上之鏈，該鏈條87連接該曲軸箱90内之曲軸91 一正時_: 9U與該汽缸頭81内之凸輪轴83上之 送至該汽紅頭’以將該曲轴箱9〇内曲軸91之動力傳 該立 81之凸輪軸83以驅動進排氣閥門。 壓之油管Ur構造是先藉由該曲㈣9G内受泉浦加 其嘴灑於該&Γ)輸送低溫之潤滑油至該汽缸頭81，使 示)上進行們、典轴83之正時鏈輪831及閥門機構(未繪 向下回‘二’然後崎油沿賴條室86之周邊壁面 】孩曲軸箱9〇内。 然而，卜、+、 下述問題，例L .用立式引擎構造在實際使用上仍具有 許多散熱鰭Η .現有引擎之汽缸頭與汽缸塊外部凸設 散。然而，因立以將引擎之高溫經由氣冷方式加以驅 壁面因為—丨^錢室（树示）與鏈㈣86的連接 無法藉由；所隔開，因此 的風險丄上t局部熱應力集中而有變形及破裂 、使引擎性能與耐用度受到影響。 再者’另存在-種習用队式引擎， 立式引擎在結構上大致相同，其 平=引擎的汽缸放置的方向是較為接近地平線的水 =向’由於臥式引擎汽缸的方向約接近水平，因而使 :滑油幾乎都是由汽缸頭直接沿著鏈條室的較低位 内壁面向斜下方流到達該曲轴箱。並且該習用臥式 活塞室連接壁熱源分佈不均及弓！擎性能與耐用度 201115020 受到影響的情況與習用立式引擎相同。 故5有必要提供一種臥式引擎之冷卻構造，以解決 習知技術所存在的問題。 【發明内容】 本發明之主要目的在於提供一種臥式引擎之冷卻構 造’其係藉由將第一儲油槽設於汽缸頭内用以暫時積存 潤滑油，且在活塞室與驅動室之間的連接壁内設置第一 組冷卻通路，以便將第一儲油槽内之潤滑油向斜下方引 流至曲軸箱内，以通過冷卻連接壁來降低活塞室内部產 生之尚溫’進而提昇引擎運轉效能及耐用度。 本發明之次要目的在於提供一種队式引擎之冷卻構 造，其中汽缸頭的引流道與汽缸塊的複數條區間通道之 間設有分配槽，其形狀呈上寬下窄之倒錐狀，以使得較 多的潤滑油被引流至接近連接壁中央位置的區間通 道，以帶走中央位置的較多熱源，進而增加冷卻的效果。 為達上述之目的，本發明提供一種臥式引擎之冷卻 構造，其係設於一臥式引擎之内，該汽缸組件包含一汽 缸頭及一汽缸塊，且該汽缸頭及汽缸塊之一侧設有一驅 動室可連通至一曲轴箱，該冷卻構造包含一第一儲油槽 及一第一組冷卻通路，該第一儲油槽設於該汽缸頭内用 以暫時積存潤滑油，該第一組冷卻通路設於—活塞室與 該驅動室之間的連接壁内，用以將該第一儲油槽内之潤 滑油向斜下方引流至該曲軸箱。 201115020 在本發明之一實施例中，該第一儲油槽係由該汽缸 頭内之二凸輪軸承座的上半部及一第一圍繞壁共同圍 繞而成。 在本發明之一實施例中，該第一組冷卻通路包含： 一第一引流道第一引流道，設於該汽缸頭的第一連接壁 内；以及一第一區間通道，設於該汽缸塊的第二連接壁 内，並對應連通於該第一引流道。201115020 VI. Description of the Invention: [Technical Fields of the Invention] The present invention relates to a cooling structure for a horizontal engine, and more particularly to a method for guiding lubricating oil through a connecting wall between a piston chamber and a driving chamber by using a cooling passage. The cooling structure of the horizontal engine that cools the engine temperature. [Prior Art] The existing four-stroke engine generates high temperatures in the cylinder head and the cylinder block due to the reciprocating operation of the piston. In order to make the high-temperature energy dissipate the deformation of the low thermal stress, the existing four-line will have many heat-dissipating fins on the outside of the steam head and the cylinder block to dissipate its high temperature through air-cooling. In addition, the current knowledge (4) There are: the chain of material (4) to make the lubricant (also known as oil) reflow along the inner wall surface of the chain chamber. Referring to the side view of the conventional vertical engine structure shown in Fig. 1, the vertical engine includes a cylinder head 81, a cylinder block 82, and a crankcase 9A disposed below the cylinder block 82. The cylinder head 81 is provided with a set of intake and exhaust passages (not shown) and a set of intake and exhaust valves (not shown). A further set of camshafts 83 is provided to drive the intake and exhaust valves. The cylinder block 82s is free of a piston chamber (not shown) for a reciprocating motion of a piston 84. A crankshaft 91 and a connecting rod % are disposed in the crankcase 90. The connecting rod 85 is used to connect the crankshaft 91 and the piston 84. A chain chamber 86 is disposed on one side of the cylinder head 81 and the cylinder block 82 to communicate with the cylinder head 81, the cylinder block 82 and the crankcase 9A. The chain chamber is provided with a chain on 201115020, and the chain 87 is connected thereto. The crankshaft 91 in the crankcase 90 has a timing _: 9U and a camshaft on the camshaft 83 in the cylinder head 81 that is sent to the steam head 'to transmit the power of the crankshaft 91 in the crankcase 9 to the camshaft 81 83 to drive the intake and exhaust valves. The pressure oil pipe Ur structure is firstly conveyed to the cylinder head 81 by the spring pump and the nozzle in the 9G, and the nozzle is sprayed on the cylinder head 81 to make the timing of the shaft 83 Sprocket 831 and valve mechanism (not drawn down to the 'two' and then Saki oil along the perimeter wall of the room 86] 9 seconds inside the crankcase. However, Bu, +, the following problems, example L. with vertical The engine structure still has many heat-dissipating fins in actual use. The cylinder head of the existing engine is convexly disposed outside the cylinder block. However, the cause of the engine is to drive the wall through the air-cooling method because of the high temperature of the engine. The connection between the display and the chain (4) 86 cannot be separated; therefore, the risk is caused by the local thermal stress concentration and deformation and cracking, which affects the performance and durability of the engine. The engine, the vertical engine is roughly the same in structure, its flat = the cylinder of the engine is placed in a direction closer to the horizon of the water = to 'because the direction of the horizontal engine cylinder is close to horizontal, thus making: the oil is almost always by the cylinder The head directly along the lower inner wall of the chain chamber The downwardly directed flow reaches the crankcase, and the conventional horizontal piston chamber connecting wall heat source is unevenly distributed and the performance and durability of 201115020 are affected by the same situation as the conventional vertical engine. Therefore, it is necessary to provide a horizontal type. The cooling structure of the engine solves the problems existing in the prior art. SUMMARY OF THE INVENTION The main object of the present invention is to provide a cooling structure for a horizontal engine, which is provided by placing a first oil storage tank in a cylinder head. Temporarily accumulating lubricating oil, and providing a first group of cooling passages in the connecting wall between the piston chamber and the driving chamber, so as to drain the lubricating oil in the first oil storage tank obliquely downward into the crankcase to cool the connecting wall Reducing the temperature generated inside the piston chamber to improve engine performance and durability. A secondary object of the present invention is to provide a cooling structure for a team engine in which a flow path of a cylinder head is interposed between a plurality of sections of a cylinder block The distribution groove is provided in the shape of an inverted cone which is wide and narrow, so that more lubricating oil is drained to the center of the connecting wall. The inter-channel is used to take away more heat sources in the central position, thereby increasing the cooling effect. To achieve the above object, the present invention provides a horizontal engine cooling structure which is disposed within a horizontal engine, the cylinder assembly a cylinder head and a cylinder block, and a drive chamber on one side of the cylinder head and the cylinder block is connected to a crankcase, the cooling structure includes a first oil storage tank and a first group of cooling passages, the first An oil storage tank is disposed in the cylinder head for temporarily storing lubricating oil, and the first group of cooling passages are disposed in a connecting wall between the piston chamber and the driving chamber for lubricating the lubricating oil in the first oil storage tank In an embodiment of the invention, the first oil storage tank is formed by the upper half of the two cam bearing seats in the cylinder head and a first surrounding wall. In an embodiment of the present invention, the first group of cooling passages includes: a first drain passage first drain passage disposed in the first connecting wall of the cylinder head; and a first interval passage disposed in the cylinder block Second company The inner wall corresponding to and communicated with the first drain passage.
在本發明之一實施例中，該第一引流道與該第一區 間通道之間設有一分配槽，該第一區間通道之數量為複In an embodiment of the present invention, a distribution slot is disposed between the first drainage channel and the first inter-area channel, and the number of the first interval channel is a complex
數個。 在本發明之一實施例中 之第二連接壁上。 在本發明之一實施例中 之第一連接壁上。 在本發明之一實施例中 形狀。 在本發明之一實施例中 在本發明之一實施例中 該分配槽係設於該汽缸塊 該分配槽係設於該汽缸頭 該分配槽形成上寬下窄之 該分配槽形成倒錐狀。 該冷卻構造另包含：一第 二儲油槽，其係由該汽缸頭内之該二凸輪軸承座的主 體、該第一圍繞壁及一第二圍繞壁共同圍繞而成，且位 於該第一儲油槽之下方。 在本發明之一實施例中，該第二儲油槽連通於一第 二組冷卻通路，該第二組冷卻通路包含：一第二引流 道，設於該汽缸頭的第一連接壁内及位於該第一引流道 201115020 下方$且該第二Several. In a second connecting wall in an embodiment of the invention. In a first connecting wall in an embodiment of the invention. In one embodiment of the invention, the shape. In an embodiment of the present invention, the distribution groove is disposed in the cylinder block, the distribution groove is disposed on the cylinder head, and the distribution groove is formed to be wide and narrow, and the distribution groove is formed into an inverted cone shape. . The cooling structure further includes: a second oil storage tank, which is formed by the main body of the two cam bearing seats in the cylinder head, the first surrounding wall and a second surrounding wall, and is located at the first storage Below the oil tank. In an embodiment of the present invention, the second oil storage tank is connected to a second group of cooling passages, and the second group of cooling passages includes: a second draining passage disposed in the first connecting wall of the cylinder head and located The first drain channel 201115020 is below $ and the second
第一引流道。 引流道對應連通於該第二儲油槽；以及 塊的第二連接壁内及位於 ，且該第二區間通道對應連通於該First drain. The drain passage is correspondingly connected to the second oil storage tank; and the second connecting wall of the block is located and located, and the second interval channel is correspondingly connected to the
【實施方式】 為了讓本發明之上述及其他目的、特徵、優點能更 ‘、、貝易It，下文將特舉本發明較佳實施例’並配合所附 圖式，作詳細說明如下。 下列說明是參考附加的圖式，用以例示本發明可用 =實施之特定實施例。本發明所提到的方向用語 ，例如 」下」、「刖」、「後」、「内」、「外」、「左」、「右J 等，僅是參考附加圖式的方向。因此，本發明以下實施 例中所提到的方向用語僅是用來辅助說明本發明技術 内容’而非用來限制本發明。 明參照第2圖所示，其揭示本發明較佳實施例之认 式弓丨擎之冷卻構造之正面剖視圖，其中一引擎冷卻構造 係设於一臥式引擎之内，該臥式引擎通常是四行程弓丨 擎，其包含一汽缸頭11、一汽缸塊12及一曲軸箱20， 201115020 該η*虹頭11設於該汽缸塊12之斜上方，該曲軸箱20 設於該汽缸塊12之斜下方。該汽缸頭η設有一組進排 氣通道（未標示）、一組設於該進排氣通道上的一組進排 氣閥門（未標示）及一組閥門驅動構件13;該汽缸塊12 設有允許一活塞（未繪示）作往復運動之一活塞室121(未 繪示）’該活塞室121連接該汽缸頭u之一小段活塞室 區段，因此下文所指的活塞室121亦廣義包含該汽缸頭 11之活塞室區段。上述進排氣通道、進排氣閥門及活 塞係屬現有技術’故於此不再予以詳細描述。 請再參照第2圖所示’該曲軸箱20内設有一曲軸 21及一連接該曲軸21與該活塞之一連桿（未繪示），該 汽缸頭11及八缸塊1之·側内部設有一驅動室14(如第 3、4Β及5Α圖所示）可連通該汽缸頭η、該汽缸塊12 及該曲軸箱20’該驅動室14内設有—驅動元件（未繪示） 該曲轴箱20内曲轴21糟由該驅動元件％作動該汽缸 頭11之閥門驅動構件13 ’其中該驅動元件30依引擎 規格不同係可選自鏈條、挺桿或齒輪，並且該曲轴21 及該閥門驅動構件13對應不同類型的驅動元件30而有 對應不同的構造。例如，在該驅動元件30為一鏈條的 實施例中，曲軸21之動力經曲軸21上之一驅動鏈輪（未 繪示）’藉由該鍵條傳送動力至該汽虹頭11内之一凸輪 軸（未繪示)上之正時鏈輪（未繪示），使該凸輪可直接抵 接閥門閥門（未繪示）或透過搖臂（未繪示）以控制閥門之 開合，在此實施例中該凸輪或搖臂即所謂的閥門驅動構 201115020 Π:之在動 甲曲軸21之動力經 = : = (未，示)再抵接該挺桿，藉由該挺桿二 動力至該>飞缸頭U内之—上搖f 以控制闕門之開合，在此實施例中該上搖臂=!= 門驅動構件13。 "所明的閥 另外，在機車或汽車正常使用狀態下’本實施例的 臥式引擎之汽缸軸線係與地平線央設有一夾角，該夾角 介於5度至45度之間，因此稱為臥式引擎。再者，該 汽缸頭11之活塞室區段（未標示）與該驅動室14之間= 有一第一連接壁A，同時該汽缸塊12之活塞室121與 該驅動室14之間亦具有一第二連接壁B。該二連接壁 A、B是指在縱向侧面剖視圖（如第2、4B及5A圖所示） 中廣義位於該活塞室121與該驅動室14之間的壁部， 因此本文中所稱之連接壁係包含該第一連接壁A及該 第二連接壁B。 请同時參照第2及3圖’其中第3圖是本發明較佳 實施例之汽缸頭11之立體及局部剖視圖。如第2及3 圖所示，本發明的冷卻構造包含—第一儲油槽l5a及一 第二儲油槽15b，該第一儲油槽15a係由該汽缸頭u 内之二凸輪軸承座111的上半部及一第一圍繞壁112a 共同圍繞而成；該第二儲油槽15b，係由該汽缸頭u 内之該二凸輪軸承座111的主體、該第一圍繞壁112a 及一第二圍繞壁112b共同圍繞而成，且位於該第一儲 201115020 二槽15a之下方。該第一儲油槽15&及該第二儲油槽1讣 β又於該汽缸頭11内用以暫時積存自潤滑該閥門驅動構 件13後所回流之潤滑油（未繪示）；本發明並各設有一 第組冷卻通路161及一第二組冷卻通路162分別對應 至該第一儲油槽1化及該第二儲油槽。該第一組冷 卻通路161係設於該活塞室121與該驅動室14之間的 連接壁A、B内’該第—組冷卻通路16ι用以將該儲油 槽丨5内之潤滑油向斜下方引流至該曲轴箱2〇内。另 外’該第一組冷卻通路161之中間還可設有一分配槽 17，此分配槽17之作用於下文另予詳細說明。 如第2圖所示，在本實施例中，該第一組冷卻通路 161包含：一第一引流道16&及一第一區間通道l6b， 其對應連通於該第一儲油槽15a ;該第二組冷卻通路 162包含：一第二引流道16c及一第二區間通道I6d， 其對應連通於該第二儲油槽15b。該第一組冷卻通路 161位於該第二組冷卻通路162上方。該第一引流道16a 係設於該汽紅頭11的第一連接壁A内之靠上端。該第 一區間通道16b係設於該汽缸塊12的第二連接壁B 内，並對應連通於該第一引流道16a。該第二引流道16c 係設於該汽缸頭11的第一連接壁A内靠下端（即位於該 第一引流道16a下方），且對應連通於該第二儲油槽 15b。該第二區間通道16d係設於該汽缸塊12的第二連 接壁B内及位於該第一區間通道16b下方’且該第二區 間通道16d對應連通於該第二引流道16c。 201115020 睛再參照第3、4A、4B及4C圖所示’其中第4A圖 是本發明較佳實施例之汽缸頭u之儲油槽15a、15b之 上視剖視圖；第4B圖是本發明較佳實施例沿第4A圖 之4B-4B線所作之汽缸頭u之第—儲油槽15a之前視 剖視圖；第4C圖是本發明較佳實施例沿第4A圖之 4C-4C線所作之汽缸頭u之儲油槽15&、15b之左側剖 視圖。如圖所示，該第一儲油槽15a係由該汽缸頭u 内之二凸輪軸承座111的上半部及該第一圍繞壁112a 共同圍繞而成；該第二儲油槽15b係由該汽缸頭n内 之該二凸輪軸承座111的主體、該第一圍繞壁112a及 該第二圍繞壁112b共同圍繞而成，且位於該第一儲油 槽l5a之下方。其中下文所稱之該凸輪軸承座111係廣 義的4曰該閥門驅動構件13中的凸輪轴之軸承及其轴承 座的組合❶雖然本發明較佳實施例揭示的該第一儲油槽 15a及該第二儲油槽15b是由該凸輪軸承座nl與該第 一圍繞壁112a及該第二圍繞壁112b所圍繞而形成之儲 存空間，但本發明並不限於此。該第一儲油槽15a及該 第二儲油槽15b也可藉由其它的構件形成，使能接納喷 灑於該閥門驅動構件13上進行潤滑後所流下之潤滑 油。 請參照第5A及5B圖所示，第5A圖是本發明較佳 實施例之汽缸塊12之左侧視圖；第5B圖是本發明較佳 實施例沿第5A圖之5B_5B線所作之汽缸塊12之弧狀 剖視圖（第5A圖之剖視圖）。如第5A及5B圖所示，該 201115020 汽缸塊12的第一引流道163與第一區間通道16b之間 設有一分配槽17，且該第一區間通道16b之數量為複 數個，以便有效率的將該第一儲油槽15a内之潤滑油向 斜下方引流至該曲軸箱20内。在本發明較佳實施例 中，該分配槽17較佳係設於該汽紅塊丨2之第二連接壁 B上，且該第一區間通道16b之數量為4個，但本發明 益不限於此。該分配槽17也可設置於其它位置，例如 設ί於該汽缸頭11的第一連接壁A上；該第一區間通 φ 道l6b之數量也可以是其它的數目’例如2條或3條等。 更詳言之，該分配槽17較佳形成上寬下窄之倒錐 狀，由於潤滑油流出該汽缸頭11的第一引流道16a後 會因重力向該分配槽17的最低點流下，因此可使距離 該第一引流道16a開口最遠的該汽紅塊12的第一區間 通道16b(即最下方者）能優先分配到潤滑油，該倒錐狀 分配槽17可達到平均分配潤滑油於該複數個第一區間 通道16b的效果，並且由於該倒錐狀的設計，最低處的 # 第·^區間通道16b並非能得到最多的潤滑油，而是中央 位ί的一或一條第一區間通道16b可以得到最多的潤 滑油，因為在實際引擎運轉時，該汽缸塊12在該第二 連接壁B中央位置的部份厚度較薄且最接近該活塞室 121，因此較多的潤滑油流過中央位置的第一區間通道 16b，可以帶走較多的溫度以增加冷卻的效果。 請參照第6 ®所示’本發_佳實施例樣式引擎 之冷卻構造之正面局部剖視圖。如6圖所示，在本發明 13 201115020 較佳實施例中5該第一區間通道16b及第二區間通道 16d係形成在該活塞室121外圍的一汽缸套123之外徑 所能涵蓋的第二連接壁B範圍（跨距D)内。該第一區間 通道16b及第二區間通道16d也大致位於該汽缸塊12 之二結合孔122之間。 如6圖所示，當引擎發動時先藉由該曲轴箱20内受 泵浦加壓（未繪示）所泵送上來之潤滑油至該汽缸頭11 内，並使潤滑油喷灑在該閥門驅動構件13上，而第一 儲油槽15a及該第二儲油槽15b也因此得到部分潤滑該 閥門驅動構件13所用之潤滑油，或者，該第一儲油槽 15a及該第二儲油槽15b也可直接盛裝該曲軸箱2〇所 泵送上來之用於冷卻之潤滑油。該第一儲油槽l5a及該 第二儲油槽15b藉由該第一組及第二組冷卻通路“I、 162，其經過該汽缸頭π之第一連接壁a及該汽缸塊 12之第一連接壁B，再流入該曲轴箱20(未續'示）。因 此，該第一組及第二組冷卻通路161、162能帶走該活 塞室121產生之溫度及降低該活塞室121的運轉溫度。 另一方面’本發明亦可能選擇性由引擎外部加裝一潤滑 油冷卻器（未繪示），以便更容易使溫度散逸，以維持潤 滑油品質不易因高熱而提早變質，因而避免造成引擎機 件運轉受損，如此將可更提昇引擎耐用度與運轉效能。 雖然’在本發明較佳實施例中’該冷卻構造是揭示 一種包含了兩組獨立冷卻構造之系統：第一組冷卻構造 是該第一儲油槽15a及其所對應設置之第一組冷卻通 201115020 路161(包含該第一引流道16a、分配槽π及複數個第 一區間通道i6b);以及，第二組冷卻構造是該第二儲油 槽15b及其所對應設置之第二組冷卻通路162(包含該 第二引流道16a及第二區間通道16b)。然而’在實際的 使用的效果中’該第一儲油槽15a及其對應設置之第一 組冷卻通路161機構，因該第一儲油槽l5a位於較高的 位置，並且該分配槽17將潤滑油分配至複數個第一區 間通道16b，因此能提供主要的汽缸冷卻效果。另外， 由於該第二儲油槽15b及其所對應設置之第二組冷卻 通路162機構的位置較低，因此無法使潤滑油流過該汽 缸頭11及汽缸塊12較熱的連接壁A、B中央位置，相 訝的姝果較小’只具有輔助冷卻之功能。因此，在本發 明的另一實施例中，該冷卻構造只需要設置該第一儲油 槽15a其所對應設置之第一組冷卻通路161(包含該第一 弓丨流道i6a、分配槽17及複數個第一區間通道16b)就 能發揮預期之冷卻效果。 如上所述，相較於習用臥式引擎之冷卻構造之汽缸 中心處的連接壁面無法得到潤滑油冷卻，使汽缸熱源分 佈不Ml ’因此會造成熱應力集中而有變形及破裂的風 險，使引擎耐用度與性能將受到影響。本發明之臥式引 擎之泠卻構造藉由將該第一儲油槽15a設於該汽缸頭 11内瘌以暫時積存潤滑油，且在活塞室121與該驅動 室14之間的連接壁A、B内設置該第一組冷卻通路 161，以便將該第一儲油槽15a内之潤滑油向下引流至 15 201115020 活塞室S M通過冷卻該連接壁A、B來降低該 耐用度。°卩產生之高溫’進而提昇弓丨擎運轉效能及 制本發明本已以較佳實施例揭露，然其並非用以限 之“和γΓΠ此項技藝之人士’在不脫離本發明 之㈣Γ二 作各種更動與修飾，因此本發明 保魏圍當視後附之申請專利範圍 圖式簡單說明】 j用立式”之冷卻構造之侧面剖視圖。 面他圖 佳實關之臥式”之冷卻構造之正 第 圖 圖：本發明較佳實施例之汽紅頭之立體及局部剖視 第4A圖 剖視圖。 本發明較佳實施例之汽缸頭之儲油槽之上視 第4B圖.本發明較佳實施例沿第4A圖之4B-4B線所 作之Ά缸頭之第一儲油槽前視剖視圖。 第4C圖··本發明較佳實施例沿第4A圖之4C_4C線所 作之汽紅頭之儲油槽之左侧剖視圖。 第5A圖··本發明較佳實施例之汽缸塊之左侧視圖。 第5B圖··本發明較佳實施例沿第5A圖之5B-5B線所 作之汽缸塊之弧狀剖視圖。 第6圖：本發明較佳實施例之臥式引擎之冷卻構造之正 201115020 面局部剖視圖。BEST MODE FOR CARRYING OUT THE INVENTION The above and other objects, features and advantages of the present invention will become more apparent from the following description of the preferred embodiments of the invention. The following description refers to additional figures to illustrate specific embodiments of the invention that may be used. The directional terms mentioned in the present invention, such as "lower", "刖", "after", "inside", "outside", "left", "right J", etc., are only directions referring to the additional schema. Therefore, The directional terms used in the following embodiments of the present invention are only used to assist in explaining the technical content of the present invention, and are not intended to limit the present invention. As shown in FIG. 2, the disclosure of the preferred embodiment of the present invention is disclosed. A front cross-sectional view of a cooling structure of a bow engine, wherein an engine cooling structure is disposed within a horizontal engine, which is typically a four-stroke bow engine, including a cylinder head 11, a cylinder block 12, and a Crankcase 20, 201115020 The η* rainbow head 11 is disposed obliquely above the cylinder block 12, and the crankcase 20 is disposed obliquely below the cylinder block 12. The cylinder head η is provided with a set of intake and exhaust passages (not shown). a group of intake and exhaust valves (not shown) disposed on the intake and exhaust passages and a set of valve drive members 13; the cylinder block 12 is provided with a piston that allows a piston (not shown) to reciprocate a chamber 121 (not shown) 'the piston chamber 121 is connected to the cylinder head u a small section of the piston chamber, so the piston chamber 121 referred to hereinafter also broadly includes the piston chamber section of the cylinder head 11. The above-mentioned intake and exhaust passages, intake and exhaust valves and pistons are prior art. Detailed description. Please refer to FIG. 2 again. 'The crankcase 20 is provided with a crankshaft 21 and a connecting rod 21 and a piston connecting rod (not shown). The cylinder head 11 and the eight cylinder block 1 The inside of the side is provided with a driving chamber 14 (as shown in Figures 3, 4 and 5) for connecting the cylinder head η, the cylinder block 12 and the crankcase 20'. The driving chamber 14 is provided with a driving component (not shown) The crankshaft 21 in the crankcase 20 is driven by the drive element % to actuate the valve drive member 13 of the cylinder head 11 . The drive element 30 may be selected from a chain, a tappet or a gear according to engine specifications, and the crankshaft 21 And the valve drive member 13 has a correspondingly different configuration corresponding to different types of drive elements 30. For example, in the embodiment in which the drive element 30 is a chain, the power of the crankshaft 21 drives the sprocket through one of the crankshafts 21 (not Illustrated) 'transmitted by the key strip a timing sprocket (not shown) on a camshaft (not shown) in the steam head 11 so that the cam can directly abut the valve valve (not shown) or through the rocker arm (not shown) In order to control the opening and closing of the valve, in this embodiment the cam or rocker arm, the so-called valve drive structure 201115020 Π: the power of the moving armature crankshaft 21 = : = (not shown) and then abut the tappet The upright lever 2 is powered to the upper portion of the fly cylinder head U to control the opening and closing of the cardia. In this embodiment, the upper rocker arm =! = the door drive member 13. In addition, in the normal use state of the locomotive or the automobile, the cylinder axis of the horizontal engine of the embodiment has an angle with the horizon, and the angle is between 5 and 45 degrees, so it is called a horizontal engine. . Furthermore, a piston wall section (not shown) of the cylinder head 11 and the drive chamber 14 have a first connecting wall A, and a piston chamber 121 of the cylinder block 12 and the drive chamber 14 also have a The second connecting wall B. The two connecting walls A, B refer to a wall portion which is located between the piston chamber 121 and the driving chamber 14 in a longitudinal direction in a longitudinal side cross-sectional view (shown in Figures 2, 4B and 5A), so the connection referred to herein is The wall system includes the first connecting wall A and the second connecting wall B. Referring also to Figures 2 and 3, FIG. 3 is a perspective and partial cross-sectional view of the cylinder head 11 of the preferred embodiment of the present invention. As shown in Figures 2 and 3, the cooling structure of the present invention comprises a first oil reservoir 150a and a second oil reservoir 15b, the first oil reservoir 15a being supported by two cam housings 111 in the cylinder head u. The half portion and a first surrounding wall 112a are collectively surrounded; the second oil storage groove 15b is formed by the main body of the two cam bearing housings 111 in the cylinder head u, the first surrounding wall 112a and a second surrounding wall The 112b is collectively surrounded and located below the second tank 15a of the first storage 201115020. The first oil storage tank 15 & and the second oil storage tank 1 讣β are used in the cylinder head 11 to temporarily accumulate lubricating oil (not shown) which is returned after lubricating the valve driving member 13; A first set of cooling passages 161 and a second set of cooling passages 162 are respectively provided to the first oil storage tank 1 and the second oil storage tank. The first group of cooling passages 161 are disposed in the connecting walls A and B between the piston chamber 121 and the driving chamber 14. The first group of cooling passages 16ι are used to slant the lubricating oil in the oil reservoir 丨5. The lower side is drained into the crankcase 2〇. Further, a distribution groove 17 may be provided in the middle of the first group of cooling passages 161. The function of the distribution groove 17 will be described in detail below. As shown in FIG. 2, in the embodiment, the first group of cooling passages 161 includes: a first draining passage 16& and a first section passageway l6b corresponding to the first oil storage tank 15a; The two sets of cooling passages 162 include a second draining passage 16c and a second section passage I6d corresponding to the second oil storage tank 15b. The first set of cooling passages 161 are located above the second set of cooling passages 162. The first draining passage 16a is disposed at an upper end of the first connecting wall A of the steam red head 11. The first section passage 16b is disposed in the second connecting wall B of the cylinder block 12 and is correspondingly connected to the first draining passage 16a. The second draining passage 16c is disposed at a lower end of the first connecting wall A of the cylinder head 11 (i.e., below the first draining passage 16a), and is correspondingly connected to the second oil sump 15b. The second section passage 16d is disposed in the second connecting wall B of the cylinder block 12 and below the first section passage 16b, and the second section passage 16d is correspondingly connected to the second draining passage 16c. 201115020 The eye is further referred to the drawings 3, 4A, 4B and 4C, wherein FIG. 4A is a top cross-sectional view of the oil sump 15a, 15b of the cylinder head u of the preferred embodiment of the present invention; FIG. 4B is a preferred embodiment of the present invention; The embodiment is a cross-sectional view of the first oil reservoir 15a of the cylinder head u taken along line 4B-4B of FIG. 4A; and FIG. 4C is a cylinder head of the preferred embodiment of the present invention taken along line 4C-4C of FIG. 4A. The left side cross-sectional view of the oil storage tanks 15 & 15b. As shown, the first oil reservoir 15a is formed by the upper half of the two cam bearing housings 111 in the cylinder head u and the first surrounding wall 112a; the second oil reservoir 15b is composed of the cylinder The main body of the two cam bearing housings 111 in the head n, the first surrounding wall 112a and the second surrounding wall 112b are collectively surrounded and located below the first oil reservoir 150a. The cam housing 111 is hereinafter referred to as a combination of a camshaft bearing and a bearing housing of the valve driving member 13 in a generalized manner, although the first oil reservoir 15a and the preferred embodiment disclosed in the present invention The second oil reservoir 15b is a storage space formed by the cam bearing housing n1 and the first surrounding wall 112a and the second surrounding wall 112b, but the present invention is not limited thereto. The first oil reservoir 15a and the second oil reservoir 15b may be formed by other members to receive the lubricating oil that has been sprayed onto the valve driving member 13 for lubrication. 5A and 5B, FIG. 5A is a left side view of the cylinder block 12 of the preferred embodiment of the present invention; FIG. 5B is a view of the cylinder block of the preferred embodiment of the present invention taken along line 5B_5B of FIG. 5A. 12 arcuate cross-sectional view (section view of Figure 5A). As shown in FIGS. 5A and 5B, a distribution slot 17 is disposed between the first drain channel 163 of the 201115020 cylinder block 12 and the first section channel 16b, and the number of the first section channels 16b is plural, so as to be efficient. The lubricating oil in the first oil reservoir 15a is drained obliquely downward into the crankcase 20. In the preferred embodiment of the present invention, the distribution slot 17 is preferably disposed on the second connecting wall B of the steam red block 2, and the number of the first interval channels 16b is four, but the present invention benefits Limited to this. The distribution groove 17 can also be disposed at other positions, for example, on the first connecting wall A of the cylinder head 11; the number of the first interval through φ1bb can also be other numbers 'for example, 2 or 3 Wait. More specifically, the distribution groove 17 is preferably formed in an inverted cone shape which is wide and narrow, and flows out of the lowest point of the distribution groove 17 by gravity after the lubricating oil flows out of the first drainage channel 16a of the cylinder head 11, thereby The first section passage 16b (ie, the lowermost one) of the steam red block 12 farthest from the opening of the first drain passage 16a can be preferentially distributed to the lubricating oil, and the inverted tapered distribution groove 17 can achieve an even distribution of lubricating oil. In the effect of the plurality of first interval passages 16b, and due to the inverted cone-shaped design, the #第一段段通道16b at the lowest point does not obtain the most lubricating oil, but the first or first one of the central position ί The section passage 16b can obtain the most lubricating oil because the portion of the cylinder block 12 at the central position of the second connecting wall B is thinner and closest to the piston chamber 121 when the actual engine is running, so that more lubricating oil is used. The first section passage 16b flowing through the central position can take more temperature to increase the cooling effect. Please refer to the front partial cross-sectional view of the cooling structure of the engine of the present invention. As shown in FIG. 6, in the preferred embodiment of the present invention, the first section channel 16b and the second section channel 16d are formed by the outer diameter of a cylinder liner 123 formed on the periphery of the piston chamber 121. The second connection wall B range (span D). The first section passage 16b and the second section passage 16d are also located substantially between the two coupling holes 122 of the cylinder block 12. As shown in FIG. 6, when the engine is started, the lubricating oil pumped by the pumping cylinder (not shown) in the crankcase 20 is first introduced into the cylinder head 11 and the lubricating oil is sprayed thereon. The first oil sump 15a and the second oil sump 15b are also partially lubricated with the lubricating oil used for the valve driving member 13, or the first oil sump 15a and the second oil sump 15b are also The lubricating oil for cooling which is pumped by the crankcase 2 can be directly accommodated. The first oil storage tank 15a and the second oil storage tank 15b pass the first and second sets of cooling passages "I, 162, which pass through the first connecting wall a of the cylinder head π and the first of the cylinder blocks 12 The wall B is connected to the crankcase 20 (not shown). Therefore, the first and second sets of cooling passages 161, 162 can take away the temperature generated by the piston chamber 121 and reduce the operation of the piston chamber 121. On the other hand, the present invention may also selectively install a lubricating oil cooler (not shown) from the outside of the engine to make it easier to dissipate the temperature, so as to maintain the quality of the lubricating oil from being deteriorated due to high heat, thereby avoiding Engine operating is impaired, which will further enhance engine durability and operational efficiency. Although 'in the preferred embodiment of the invention' the cooling configuration reveals a system comprising two separate cooling configurations: a first set of cooling The first oil storage tank 15a and the corresponding first cooling passage 201115020 road 161 (including the first drain passage 16a, the distribution groove π and the plurality of first interval passages i6b); and the second group of cooling Construction is the second The oil storage tank 15b and its corresponding second set of cooling passages 162 (including the second drain passage 16a and the second section passage 16b). However, in the actual use effect, the first oil storage tank 15a and its corresponding The first set of cooling passages 161 are provided because the first oil reservoirs 15a are located at a higher position, and the distribution tanks 17 distribute the lubricating oil to the plurality of first section passages 16b, thereby providing a primary cylinder cooling effect. In addition, since the second oil storage tank 15b and the corresponding second cooling passage 162 mechanism are disposed at a lower position, the lubricating oil cannot flow through the hot connecting walls A and B of the cylinder head 11 and the cylinder block 12. The central position, the surprising result is smaller, only has the function of auxiliary cooling. Therefore, in another embodiment of the present invention, the cooling structure only needs to set the first group of the first oil storage tank 15a corresponding thereto. The cooling passage 161 (including the first bow runner i6a, the distribution slot 17 and the plurality of first section passages 16b) can exert the desired cooling effect. As described above, the cylinder of the cooling structure compared to the conventional horizontal engineThe connecting wall of the heart can not be cooled by the lubricating oil, so that the heat source distribution of the cylinder is not Ml', so the thermal stress is concentrated and there is a risk of deformation and cracking, which will affect the durability and performance of the engine. However, the first oil storage tank 15a is disposed in the cylinder head 11 to temporarily accumulate lubricating oil, and the first group of cooling is disposed in the connecting walls A, B between the piston chamber 121 and the driving chamber 14. The passage 161 is configured to drain the lubricating oil in the first oil storage tank 15a downward to 15 201115020. The piston chamber SM reduces the durability by cooling the connecting walls A, B. The high temperature generated by the engine is further improved. The present invention has been disclosed in the preferred embodiments, but it is not intended to limit the "competition of the art of the art" to the various modifications and modifications of the present invention without departing from the invention. A brief cross-sectional view of the cooling structure of the vertical structure is shown in the accompanying drawings. The front view of the cooling structure of the preferred embodiment of the present invention: a perspective view of a steam red head according to a preferred embodiment of the present invention and a cross-sectional view of a section 4A of the preferred embodiment of the present invention. Figure 4B is a top view of the first oil reservoir of the first cylinder head taken along line 4B-4B of Figure 4A. Figure 4C is a preferred embodiment of the present invention. 4A is a left side cross-sectional view of the sump of the steam red head made by the 4C_4C line. Fig. 5A is a left side view of the cylinder block of the preferred embodiment of the present invention. Fig. 5B is a fifth embodiment of the preferred embodiment of the present invention. Figure 5B-5B is an arcuate cross-sectional view of the cylinder block. Figure 6 is a partial cross-sectional view of the 201115020 cooling structure of the horizontal engine of the preferred embodiment of the present invention.
【主要元件符號說明】 11 汽缸頭 111 凸輪軸承座 112a第一圍繞壁 112b第二圍繞壁 113 結合孔 12 汽缸塊 121 活塞室 122 結合孔 13 閥門驅動構件 14 驅動室 15a 第一儲油槽 15b 第二儲油槽 161 第一組冷卻通路 162 第二組冷卻通路 16a 第一引流道 16b 第一區間通道 16c 第二引流道 16d 第二區間通道 17 分配槽 20 曲軸箱 21 曲軸 81 汽缸頭 82 汽缸塊 83 凸輪軸 831 正時鏈輪 84 活塞 85 連桿 86 鏈條室 87 鏈條 90 曲軸箱 91 曲轴 911 驅動鍵輪 A 第一連接壁 B 第二連接壁 D 跨距[Main component symbol description] 11 cylinder head 111 cam bearing housing 112a first surrounding wall 112b second surrounding wall 113 coupling hole 12 cylinder block 121 piston chamber 122 coupling hole 13 valve driving member 14 driving chamber 15a first oil reservoir 15b second Oil storage tank 161 First cooling passage 162 Second cooling passage 16a First drain 16b First section passage 16c Second drain 16d Second section passage 17 Distribution tank 20 Crankcase 21 Crankshaft 81 Cylinder head 82 Cylinder block 83 Cam Shaft 831 Timing sprocket 84 Piston 85 Connecting rod 86 Chain chamber 87 Chain 90 Crankcase 91 Crankshaft 911 Drive key wheel A First connecting wall B Second connecting wall D Span