WO2016151742A1 - Lubricating oil supply structure for internal combustion engine - Google Patents

Lubricating oil supply structure for internal combustion engine Download PDF

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Publication number
WO2016151742A1
WO2016151742A1 PCT/JP2015/058812 JP2015058812W WO2016151742A1 WO 2016151742 A1 WO2016151742 A1 WO 2016151742A1 JP 2015058812 W JP2015058812 W JP 2015058812W WO 2016151742 A1 WO2016151742 A1 WO 2016151742A1
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WO
WIPO (PCT)
Prior art keywords
crankcase
internal combustion
combustion engine
oil
magnetic sensor
Prior art date
Application number
PCT/JP2015/058812
Other languages
French (fr)
Japanese (ja)
Inventor
秀智 若狭
広之 杉浦
裕樹 永田
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to PCT/JP2015/058812 priority Critical patent/WO2016151742A1/en
Priority to JP2017507199A priority patent/JP6392975B2/en
Publication of WO2016151742A1 publication Critical patent/WO2016151742A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating

Definitions

  • the present invention relates to a lubricating oil supply structure for an internal combustion engine.
  • An object of the present invention is to provide a lubricating oil supply structure for an internal combustion engine that can be configured simply and can supply oil to a portion located near the back surface of the crankcase in view of the above-described conventional technology.
  • the invention according to claim 1 includes a crankcase that constitutes a crank chamber that houses a crankshaft, a plurality of gears that are housed in the crankcase, and a combustion chamber.
  • a cylinder head and a valve mechanism that opens and closes the intake valve and the exhaust valve of the combustion chamber in conjunction with the rotation of the crankshaft, and forms a space that houses a transmission member that drives the valve mechanism
  • An internal combustion engine having a member accommodating chamber formed therein, wherein an oil introduction port that opens to an oil receiving portion formed in the transmission member accommodating chamber is formed in the upper wall of the crankcase.
  • a magnetic sensor housing chamber for housing a magnetic sensor for directing the sensor portion to detect one of the plurality of gears and detecting rotation of the gears opens into the crankcase and opens the crankcase.
  • a passage portion extending from the oil receiving portion to the magnetic sensor housing chamber communicates with the oil introduction port and is provided in the upper wall of the crankcase.
  • the oil discharge port is formed vertically below the oil receiving portion.
  • the passage portion is inclined downward from the oil introduction port to the oil discharge port. It has a surface.
  • the oil introduction port from the oil receiving portion toward the passage portion is a crank.
  • the oil discharge port directed to one side in the axial direction is formed toward the other side in the crankshaft axial direction from the passage portion toward the magnetic sensor housing chamber.
  • the crankcase is divided into a left and right split type crank divided in the direction of the crankshaft axis.
  • the passage portion is formed by overlapping both openings of a box-like space opened on the mating surfaces of the left half and the right half of the crankcase.
  • the crankcase is divided into left and right cranks divided in the direction of the crankshaft axis.
  • the oil receiving portion and the magnetic sensor accommodating chamber are formed in one of the left half and the right half of the crankcase.
  • the crankcase bulges upward from the wall surface of the upper wall of the left half and the right half of the crankcase.
  • the box-shaped space is formed immediately below the formed fastening member insertion portion.
  • the internal combustion engine houses a multi-stage transmission in the crankcase,
  • the multi-stage transmission includes a main shaft that is rotationally driven in response to rotation from the crankshaft, a counter shaft that is arranged in parallel with the main shaft and interlocks with driving wheels, and a sensor unit of the magnetic sensor;
  • the gears opposed to each other are gears that always rotate in conjunction with the counter shaft.
  • the gear that faces the sensor portion of the magnetic sensor is pivotally supported by the main shaft so as to be relatively rotatable. It is a gear.
  • the oil mist mixed with the oil and gas scattered from the transmission member is formed in the transmission member accommodation chamber in the transmission member accommodation chamber, and the oil introduction
  • the oil is collected at the oil receiving part with an opening, and the collected oil is opened from the passage part through the oil discharge port into the crankcase and sent into the magnetic sensor housing chamber formed on the upper wall of the crankcase.
  • the oil that has entered the passage part from the oil introduction port is reversed in direction and discharged from the passage part. Since it goes out to an exit, a detour will be constituted and a labyrinth effect will be produced, and gas-liquid separation can be promoted especially by earning the movement distance of oil mist.
  • the passage portion is configured by combining the box-like spaces of the left half and the right half of the crankcase. As a result, a space for storing oil can be secured and the gear can be continuously lubricated.
  • the box in which the passage portion is formed immediately below the bulging portion formed when the fastening member insertion portion is formed in the crankcase Since the cylindrical space is formed, it contributes to downsizing the internal combustion engine.
  • the magnetic sensor in addition to the effect of the invention of any one of claims 1 to 7, can be used as a vehicle speed sensor, and the opposite gear is transmitted through the magnetic sensor. Since oil can be dripped, oil can be supplied from there to another gear, and the lubricating oil supply structure of the multi-stage transmission can be simply configured.
  • the vehicle speed can be detected by detecting the gear on the main shaft side adjacent to the crankshaft.
  • the enlargement of the internal combustion engine due to the arrangement can be suppressed, and the internal combustion engine can be made compact.
  • FIG. 1 is a right side view of a motorcycle equipped with an internal combustion engine equipped with a lubricating oil supply structure for an internal combustion engine according to an embodiment of the present invention.
  • FIG. 6 is a right elevational cross section of the right half of the crankcase as viewed in the direction of arrows II-II in FIG. 5.
  • FIG. 6 is a right elevational cross section of the right half of the crankcase as viewed in the direction of arrows III-III in FIG. 5.
  • FIG. 6 is a left elevational view of the right half of the crankcase and the cylinder block as viewed in the direction of arrows IV-IV in FIG. 5.
  • FIG. 5 is a plan cross-sectional view of the crankcase, taken along line VV in FIG. 4.
  • FIG. 5 is a cross-sectional view of a main shaft, a counter shaft, and a plurality of speed change gears of the multi-stage transmission, taken along line VI-VI in FIG. It is a left elevation sectional view of the right half of a crankcase showing the modification of this embodiment.
  • the internal combustion engine 3 is shown mounted on the motorcycle 1, and the directions of front and rear, left, right, up and down in the claims and the description of the present specification indicate the supply of lubricating oil for the internal combustion engine of the present embodiment.
  • the internal combustion engine 3 having the structure is assumed to follow the direction of the vehicle (motorcycle) in a state where the internal combustion engine 3 is mounted on the motorcycle 1.
  • arrow FR indicates the front of the vehicle
  • LH indicates the left side of the vehicle
  • RH indicates the right side of the vehicle
  • UP indicates the upper side of the vehicle.
  • the right side surface of the motorcycle 1 according to this embodiment is such that the body frame 2 of the motorcycle 1 according to this embodiment has a main frame 21 inclined slightly rearward from the head pipe 20. Then, the main frame 21 is bent downward to form the main steeply inclined portion 21a, and the down frame 22 extends further from the head pipe 20 with the center in the vehicle width direction obliquely rearward and downward.
  • the front part of the crankcase 30 in the internal combustion engine 3 is attached to the support bracket 22a at the lower part of the down frame 22 by two hanger bolts 3a, and the rear part of the crankcase 30 is the main steeply inclined part 21a of the main frame 21.
  • the internal combustion engine 3 is supported by the vehicle body frame 2 by being attached to the support brackets by the hanger bolts 3a at two upper and lower positions.
  • a pair of left and right seat rails 25 extend rearward from the bent portion of the main frame 21 while forming a bent portion in the middle, and the backstay connecting the bent portion of the seat rail 25 and the central portion of the main steeply inclined portion 21a. 26 supports the seat rail 25.
  • the front fork 10 is pivotally supported on the head pipe 20, the front wheel 11 is pivotally supported at the lower end thereof, the steering handle 12 is provided at the upper end of the pivot of the front fork 10, and the main frame 21
  • a rear fork 13 pivotally supported on the front end of a pivot shaft 27 provided at the lower portion of the rear fork extends rearward, and a rear wheel (“driving wheel” in the present invention) 14 is pivotally supported on the rear end thereof.
  • a rear cushion 15 is interposed between the rear portion and the backstay 26.
  • a fuel tank 16 is installed on the main frame 21 so as to straddle the left and right sides, and a seat 17 is supported by a seat rail 25 behind the fuel tank 16.
  • a front cover 18A covers the upper part of the down frame 22 of the body frame 2 from the left and right sides, a side cover 18B covers the left and right sides between the internal combustion engine 3 and the seat 17, and a rear cover 18C covers the second half of the seat rail 25. .
  • the internal combustion engine 3 integrally includes a multi-stage transmission 5 (see FIGS. 3 and 6) at a rear portion in the crankcase 30 to constitute a so-called power unit.
  • the air-cooled single-cylinder SOHC type four-stroke cycle internal combustion engine mounted on the motorcycle 1 is oriented in the vehicle width direction, that is, the left-right direction of the motorcycle 1 and the cylinder is tilted slightly forward to stand upright.
  • a cylinder block 32 and a cylinder head 33 are sequentially stacked on a diagonally upper part of a crankcase 30 that rotatably supports a crankshaft 31 oriented in the left-right direction, and are fastened together by a stud bolt (not shown).
  • a cylinder head cover 34 is placed on the head 33, and the cylinder block 32, the cylinder head 33, and the cylinder head cover 34 are projected from the crankcase 30 so as to be inclined slightly forward.
  • the drive chain 29 wound around the output sprocket 28 of the output shaft 52 of the internal combustion engine 3 protruding from the crankcase 30 is laid over the driven sprocket 14a on the rear wheel 14 side, and power is transmitted to the rear wheel 14.
  • an intake pipe 45 extending rearward from the cylinder head 33 is connected to an air cleaner 47 via a throttle body 46.
  • the exhaust pipe 48 extending forward from the cylinder head 33 is bent downward and further bent rearward, and is arranged on the right side of the rear wheel 14 rearward and rightward along the lower surface of the crankcase 30. It is linked to 49.
  • An exhaust purification catalyst 9 is provided in the middle of the exhaust pipe 48.
  • the crankcase 30 of the inner edge engine 3 includes a left half 30L formed by casting an aluminum alloy.
  • a crank that houses the crankshaft is a left-right split structure in which the right half 30R is joined together by mating surfaces 30La and 30Ra and joined together by a plurality of case fastening bolts 30a (see FIG. 5).
  • a chamber 38 is formed.
  • FIG. 5 which is a plan sectional view of the crankcase 30 taken along the line VV in FIG. 4, shows a left-right split structure comprising the right half 30R and the left half 30L of the crankcase 30.
  • an AC generator 42 attached to the left end of the crankshaft 31 is provided on the left side of the crankcase 30, and a multi-plate type attached to the right end side of the main shaft 51 on the right side of the crankcase 30.
  • the transmission clutch 55 is provided and covered with a clutch cover 56 that is fastened to the right half 30R.
  • a cam chain (“transmission member” in the present invention) 61 spanned between the crankshaft 31 and the valve mechanism 6 in order to drive the valve mechanism 6 (see FIG. 2) provided in the cylinder head 33.
  • a cam chain chamber (“transmission member accommodation chamber” in the present invention) 60 provided from the right side of the crankcase 30 to the right side of the cylinder block 32 and the cylinder head 33.
  • a plurality of speed change gears provided on the main shaft 51 and the counter shaft 52 are provided between the left standing wall 35L of the left half 30L and the right standing wall 35R of the right half 30R, that is, at the rear portion of the crank chamber 38.
  • a gear (“plurality of gears" in the present invention) 53 is accommodated and a predetermined speed change is made (see FIG. 6).
  • the rotational power of the internal combustion engine 3 after being shifted by the plurality of speed change gears 53 of the main shaft 51 and the counter shaft 52 is output by the counter shaft 52.
  • the counter shaft 52 penetrates the left half 30L of the crankcase 30 to the left and protrudes to the outside to become the final output shaft 52 of the internal combustion engine 3, and the output sprocket 28 is spline fitted to the protruding portion. ing.
  • a drive chain 29 wound around the output sprocket 28 is stretched over a driven sprocket 14a on the rear wheel 14 side (see FIG. 1) to form a chain transmission mechanism, and power is transmitted to the rear wheel 14.
  • FIG. 2 shows a right elevational section of the right half 30R of the crankcase 30 as viewed in the direction of arrows II-II in FIG. 5
  • FIG. 3 shows a right elevation sectional view of the right half 30R as viewed in the direction of arrows III-III.
  • FIG. 4 is a left elevational view of the right half 30R as viewed in the direction of arrows IV-IV in FIG. 5.
  • the mating surface 30Ra of the right half 30R with the left half 30L is as shown in FIG. Indicated.
  • FIG. 2 is a right elevational sectional view of the right half 30R passing through the cam chain chamber 60, the cylinder block 32, the cylinder head 33, etc., as shown in FIG. 5, and is fitted to the right end of the crankshaft 31.
  • a cam chain drive sprocket 62, a cam chain driven sprocket 64 fitted to the right end of the cam shaft 63 of the valve mechanism 6 and a cam chain 61 hung between the two sprockets 62, 64 are shown.
  • the cam chain driven sprocket 64 has a diameter twice that of the cam chain drive sprocket 62, and the camshaft 63 is rotated in synchronization with the half speed of the crankshaft 31, so that the intake rocker arm 65 i
  • the exhaust rocker arm 65e is swung to open and close the intake valve 37i and the exhaust valve 37e of the combustion chamber 36 at predetermined timings.
  • 2, 57R and 58R are the right ball bearings of the main shaft 51 and the counter shaft 52 of the multi-stage transmission 5 on the right standing wall 35R of the right half 30R of the crankcase 30.
  • FIG. 3 is a right elevational cross-sectional view of the right half 30R and the cylinder block 32 passing through the crank chamber 38 and the cylinder bore 32a in the cylinder block 32 as shown in FIG. 5, and inside the cylinder bore 32a. It is shown that the piston 40 fitted slidably is connected to the crankpin 39 of the crankshaft 31 in the crank chamber 38 by the connecting rod 41. A combustion chamber 36 is formed in the cylinder head 33 toward the upper surface of the piston 40 (see FIG. 2).
  • the rear portion of the crank chamber 38 in the crankcase 30 constitutes a mission chamber 50.
  • a main shaft 51 of the multi-stage transmission 5 is disposed on the side closer to the crankshaft 31, and a counter shaft 52 is disposed on the far side.
  • Each of 51 and 52 is provided with a plurality of predetermined shifting gears 53 and meshes with each other.
  • the inner surface of the cam chain chamber 60 protrudes into the cam chain chamber 60 where the upper wall 70 ⁇ / b> R of the right half 30 ⁇ / b> R of the crankcase 30 contacts the cam chain chamber 60.
  • the oil receiving portion 71 is formed, and an oil introduction port 72 that opens into the oil receiving portion 71 is formed in communication with the upper wall 70R of the crankcase 30.
  • the upper wall 70 ⁇ / b> R of the right half 30 ⁇ / b> R of the crankcase 30 is located behind the oil inlet 72 and above the main shaft 51 of the multistage transmission 5.
  • a magnetic sensor housing chamber 75 having a cylindrical opening shape is formed.
  • the magnetic sensor housing chamber 75 houses the magnetic sensor 8 that detects the rotation of the speed change gear 53 by directing the sensor portion 8a so as to face one of the plurality of speed change gears 53 of the internal combustion engine.
  • the oil introduction port 72 communicates with a passage portion 73 formed in the upper wall 70R.
  • the passage portion 73 is located above the crank chamber 38 and follows the shape of the upper wall 70R along the rotation of the crankshaft 31. Inclined downward toward the rear.
  • the magnetic sensor housing chamber 75 is formed with an oil discharge port 74 that opens inward in the radial direction, and communicates with the lower end side of the passage portion 73. That is, a passage portion 73 extending from the oil receiving portion 71 to the magnetic sensor housing chamber 75 is formed in the upper wall 70R of the crankcase 30 so as to communicate with the oil introduction port 72.
  • a part of the oil is collected by the oil receiving portion 71, flows into the passage portion 73 from the oil introduction port 72, and the oil flowing down the passage portion 73 flows from the oil discharge port 74 to the magnetic sensor housing chamber 75. Then, from the gap around the magnetic sensor 8, it drops along one of the plurality of transmission gears 53 to be detected by the magnetic sensor 8 through the magnetic sensor 8.
  • oil mist mixed with oil and gas scattered from the cam chain 61 is formed in the oil receiving portion 71 formed in the cam chain chamber 60 and having an oil introduction port 72 opened.
  • the collected oil is sent from the passage portion 73 through the oil discharge port 74 into the magnetic sensor housing chamber 75 and dropped from the magnetic sensor housing chamber 75 toward one of the plurality of transmission gears 53, thereby
  • the lubricating oil supply structure of the engine 3 could be easily configured.
  • the oil discharge port 74 is formed vertically below the oil receiving portion 71, and the oil is guided by gravity from the oil receiving portion 71 to the oil discharge port 74 via the passage portion 73.
  • the lubricating oil supply structure of the engine 3 is simply configured.
  • FIG. 4 is a left elevational view of the right half 30R and the cylinder block 32 as viewed in the direction of arrows IV-IV in FIG. 5, and a mating surface 30Ra of the right half 30R of the crankcase 30 with the left half 30L is shown. Indicated. In FIG. 4, the crankshaft 31, the main shaft 51, and the countershaft 52 are shown not facing a cross section but facing the left shaft end. As shown in FIG. 4, the right half of the oil passage 73 is opened on the mating surface 30Ra, and the right half of the passage 73 swells upward from the wall surface of the upper wall 70R of the right half 30R. A box-shaped space 77R formed immediately below the fastening member insertion portion 76R through which the case fastening bolt 30a is inserted is formed.
  • FIG. 5 which is a plan sectional view of the crankcase 30 taken along the line VV in FIG. 4, the left half 30L of the crankcase 30 is similarly applied to the upper wall 70L (the right half of the left half 30L).
  • a fastening member insertion portion 76L (in the corresponding position in FIG. 4) for inserting the case fastening bolt 30a, which is formed to bulge upward from the wall surface of the corresponding position in FIG.
  • a left half portion of the passage portion 73 that opens to the mating surface 30La with the right half body 30R is formed in a box-shaped space 77L formed immediately below (shown with brackets).
  • crankcase 30 is a left-right split type crankcase divided in the direction of the crankshaft 31, and a box-shaped space 77L opened on the mating surfaces 30La and 30Ra of the left half 30L and the right half 30R of the crankcase 30; Since the passage portion 73 is configured by combining the openings of 77R so as to overlap each other, a space for storing oil can be secured, and the transmission gear 53 can be continuously lubricated.
  • the oil receiving portion 71 and the magnetic sensor housing chamber 75 are formed in the right half 30R which is one of the left half 30L and the right half 30R of the crankcase 30, the oil receiving portion 71 and the structure of the left half 30L of the other crankcase 30 in which the magnetic sensor housing chamber 75 is not formed can be simplified, which contributes to a reduction in manufacturing cost.
  • the passage portion 73 has an inclined surface 73a inclined downward from an oil introduction port 72 opened upward to an oil discharge hole 74 opened downward.
  • the formation of the surface 73a particularly increases the contact area of the oil mist, so that the gas-liquid separation action can be promoted.
  • the oil introduction port 72 from the oil receiving portion 71 toward the passage portion 73 is formed so as to be directed to the left direction, which is one side of the crankshaft 31 axial direction, and the passage portion 73.
  • the oil discharge port 74 heading toward the magnetic sensor housing chamber 75 is formed so as to be directed in the right direction, which is the other side of the crankshaft 31 in the axial direction. Therefore, since the oil that has entered the passage portion 73 from the oil introduction port 72 reverses the direction and exits from the passage portion 73 to the oil discharge port 74, a detour is formed, and a labyrinth effect is achieved. In particular, the gas-liquid separation can be promoted by increasing the moving distance of the oil mist.
  • the multi-stage transmission 5 of the present embodiment is a four-stage transmission that includes a main shaft 51, a counter shaft 52, a primary driven gear 54, and a multi-plate type transmission clutch 55.
  • the left end of the main shaft 51 is rotatably supported by the left standing wall 35L of the crankcase 30 via the left ball bearing 57L, and the center portion is rotatably supported by the right standing wall 35R of the crankcase 30 via the right ball bearing 57R.
  • a primary driven gear 54 and a transmission clutch 55 are provided on the right end side of the main shaft 51.
  • the left end side of the counter shaft 52 is rotatably supported by the left standing wall 35L of the crankcase 30 via the left ball bearing 58L and the right end side is rotatably supported by the right standing wall 35R of the crankcase 30 via the right ball bearing 58R. .
  • the transmission clutch 55 is configured on the right end side of the main shaft 51, and a primary driven gear 54 is rotatably supported.
  • a clutch outer 55a connected to the primary driven gear 54 in the rotational direction is moved in the axial direction. Is provided to be regulated.
  • the primary driven gear 54 is a gear that always meshes with a primary drive gear (not shown) provided on the crankshaft 31, and the clutch outer 55a rotates integrally with the primary driven gear 54.
  • a clutch inner 55b (see FIG. 5) is spline fitted to the right end of the main shaft 51 so as to be restricted from moving in the axial direction.
  • the clutch outer 55a and the clutch inner 55b are separated by a known clutch mechanism (not shown). The connection / disconnection is performed, the rotational power input from the crankshaft 31 to the primary driven gear 54 is transmitted to the main shaft 51, and the main shaft 51 rotates.
  • the main shaft 51 and the counter shaft 52 are provided with a plurality of speed change gears 53, respectively, and a 1st to 4th speed is changed by operating a change mechanism (not shown).
  • the counter shaft 52 is an output shaft 52 of the multi-stage transmission 5.
  • An output sprocket 28 for driving rear wheels is fixed to the left end of the counter shaft 52, and a drive chain 29 for driving rear wheels is wound around the counter shaft 52.
  • the main shaft 51 includes a plurality of speed change gears 53, between the right ball bearing 57R and the left ball bearing 57L, in order from the primary driven gear 54 side, the first speed drive gear M1x, the third speed drive gear M3w, and the fourth speed drive.
  • a gear M4s and a second speed drive gear M2w are provided.
  • the counter shaft 52 is provided with a first speed driven gear C1w, a third speed driven gear C3s, a fourth speed driven gear C4w, and a second speed driven gear C2x in the same order as a plurality of speed change gears 53.
  • the driving gear and the driven gear at each speed are always meshed with each other.
  • the subscript x is a non-freewheeling gear that is integral with or fixed to the shaft
  • the subscript w is a gear that can idle with respect to the shaft at a predetermined position on the shaft
  • the subscript s is held by a spline and cannot be idled. However, it is an axially slidable gear.
  • the shift forks F1 and F2 of the change mechanism (not shown) drive the axially slidable gear (subscript s) by the driver's intention and engage with the adjacent idle gear (subscript w) by the dog clutch, so that a predetermined speed change is achieved. Made.
  • the shift fork F1 is engaged with the fourth speed drive gear M4s
  • the shift fork F2 is engaged with the third speed driven gear C3s
  • a dog clutch D1 is provided between the third speed drive gear M3w and the fourth speed drive gear M4s
  • a dog clutch D2 is provided between the fourth speed drive gear M4s and the second speed drive gear M2w.
  • a dog clutch D3 is provided between the first speed driven gear C1w and the third speed driven gear C3s, and between the third speed driven gear C3s and the fourth speed driven gear C4w.
  • the state shown in FIG. 6 is neutral, the dog clutches D1 to D4 are released, the first speed driven gear C1w is idled by the first speed driving gear M1x, and the fourth speed driven gear C4w is the fourth speed driving gear M4s.
  • the rotation is not transmitted from the main shaft 51 to the counter shaft 52.
  • the 3rd speed drive gear M3w is idled by the 3rd speed driven gear C3s
  • the 2nd speed drive gear M2w is only idled by the 2nd speed driven gear C2x, and the rotation from the counter shaft 52 to the main shaft 51 is performed. I don't get it.
  • a magnetic sensor 8 used as a vehicle speed sensor is mounted above the main shaft 51. As shown by a two-dot chain line thick arrow in FIG. The sensor portion 8a is oriented so as to face the third speed drive gear M3w (“one of the plurality of gears” in the present invention) of the main shaft 51, which is one of the plurality of transmission gears 53.
  • the magnetic sensor 8 is a sensor that detects the rotation of the third-speed drive gear M3w, and detects a rotation speed by converting a change in magnetic flux when the gear tip passes through into an electric signal.
  • the third speed drive gear M3w of the main shaft 51 is an idle gear and is not linked to the main shaft 10.
  • the 3-speed drive gear M3w is always meshed with the 3-speed driven gear C3s that is non-slidable / slidable in the axial direction of the counter shaft 52 that is the output shaft, the 3-speed drive gear M3w always rotates in conjunction with the rotation of the counter shaft 52.
  • the counter shaft 52 is always linked to the rear wheel 14 that is the driving wheel of the motorcycle 1 through the output sprocket 28 for driving the rear wheel provided on the counter shaft 52, the drive chain 29, and the driven sprocket 14a.
  • the rotational speed of the rear wheel 14 of the motorcycle 1 is substantially proportional to the ground speed of the motorcycle 1. Therefore, the speed of the motorcycle 1 can be calculated based on the rotational speed of the third speed drive gear M3w of the main shaft 51.
  • the internal combustion engine 3 houses the multi-stage transmission 5 in the crankcase 30, and the multi-stage transmission 5 receives a rotation from the crankshaft 31 and is driven to rotate.
  • the magnetic sensor 8 has a counter shaft 52 that is arranged in parallel with the rear wheel 51 and interlocks with the rear wheel (“drive wheel” in the present invention) 14. It is opposed to the drive gear M3w (“gear” in the present invention). Therefore, since the magnetic sensor 8 is used as a vehicle speed sensor and oil can be dripped onto the third speed drive gear M3w opposed to the magnetic sensor 8, the oil is supplied from there to the other plurality of transmission gears 53, and the multi-stage transmission.
  • the lubricating oil supply structure 5 can be easily configured.
  • the third speed driving gear M3w opposed to the magnetic sensor 8 is a gear that always rotates in conjunction with the counter shaft 52 and is pivotally supported by the main shaft 51 so as to be relatively rotatable, so that the vehicle speed is independent of the rotation of the main shaft 51.
  • the vehicle speed can be detected by detecting the third speed drive gear M3w on the main shaft 51 side adjacent to the crankshaft 51, and the internal combustion engine 3 by the arrangement of the magnetic sensor 8 and the magnetic sensor housing hole 75 can be detected.
  • the internal combustion engine 3 can be made compact.
  • the aspect of this invention is not limited to the said embodiment, What is implemented in various aspects in the range of the summary of this invention.
  • the internal combustion engine of the present invention may be an internal combustion engine having the requirements of claim 1.
  • the transmission member is not limited to the cam chain of the embodiment, and may be other means such as a cog belt (toothed belt) as long as the rotational phase between the two axes is accurately maintained.
  • the left and right box-shaped spaces 77L and 77R forming the passage portion 73 are formed by bulging upward from the wall surfaces of the upper and lower walls 70L and 70R of the left half 30L and the right half 30R of the crankcase 30.
  • the fastening member insertion portions 76L and 76R for inserting the case fastening bolt 30a are formed directly under the fastening member insertion portions 76L and 76R for other purposes. May be.
  • FIG. 7 is a left elevational sectional view of the right half 30R of the crankcase 30 showing such a modification. Note that the left half 30L not shown in FIG. 7 showing the right half 30R is indicated by a bracket in the corresponding position.
  • the fastening member insertion portions 76 ⁇ / b> L and 76 ⁇ / b> R for inserting the case fastening bolt 30 a are inserted into the portions where the upper wall 70 ⁇ / b> R of the right half 30 ⁇ / b> R of the crankcase 30 contacts the cylinder block 32.
  • a hanger bolt 3a is inserted to mount the internal combustion engine 3 on the vehicle body frame 2, which is formed by bulging upward from the wall surfaces of the upper and lower walls 30L, 70R of the left half 30L and the right half 30R of the crankcase 30.
  • Fastening member insertion portions 76L 'and 76R' are provided. Box-shaped spaces 77L and 77R that similarly form oil passage portions 73 are formed immediately below the fastening member insertion portions 76L 'and 76R' for inserting the hanger bolt 3a.
  • the box-shaped spaces 77L and 77R forming the passage portion 73 are formed as the bulging portions formed when the fastening member insertion portions 76L ′ and 76R ′ are formed in the crankcase 30. This contributes to making the internal combustion engine 3 more compact.
  • Oil receiving part 72 ... Oil inlet, 73 ... Passage part, 73a ... Inclined surface, 74 ... Oil outlet, 75 ... Magnetic sensor housing Chamber, 76L ... Fastening member insertion portion, 76R ... Fastening member insertion portion, 77L ... Box-shaped space, 77R ... Box-shaped space, M3w ... Three-speed drive gear ("one of a plurality of gears", "gear" in the present invention) )

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • General Details Of Gearings (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

Provided is a lubricating oil supply structure that is for an internal combustion engine, and that can be configured easily and supply oil to a portion near the rear surface of a crankcase. The lubricating oil supply structure for an internal combustion engine comprises: a crankcase 30; a plurality of gears 53 housed in the crankcase; a valve operation mechanism 6 that operates in conjunction with a crank shaft 31, wherein a transmission member housing chamber 60 housing therein a transmission member 61 of the valve operation mechanism is formed, an oil introducing port 72 open to an oil receiving part 71 formed in the transmission member housing chamber is formed so as to connect to the inside of an upper wall 70R of the crank case, a magnetic sensor housing chamber 75 housing therein a magnetic sensor 8 that detects rotation of one gear M3w of the plurality of gears 53 by using a sensor part 8a directed to the gear M3w is formed in the upper wall 70R of the crank case so as to be open to the inside of the crank case. A passage part 73 extending from the oil receiving part to the magnetic sensor housing chamber is formed in upper walls 70R and 70L so as to connect with the oil introducing port. An oil discharging port 74 which is open to the inside is formed in the magnetic sensor housing chamber so as to connect with the passage part.

Description

内燃機関の潤滑油供給構造Lubricating oil supply structure for internal combustion engines
　本発明は、内燃機関の潤滑油供給構造に関する。 The present invention relates to a lubricating oil supply structure for an internal combustion engine.
　従来の内燃機関の潤滑油供給構造において、クランクケースの背部内面に形成したオイル受け部でオイルを回収し、クラッチレバーのホルダを介して変速機の軸部材にオイルを供給するものが、例えば下記特許文献１に示されている。
　しかし、下記特許文献１に示されるものにおいては、内燃機関のプライマリ従動ギヤの回転によるオイルの跳ね上げを利用してオイルを回収しようとすると、オイル受け部を形成する位置が重力方向によって規定される場合があるため、クランクケースの背面寄りに位置する部位にオイルを供給する場合が課題となっていた。 In a conventional internal combustion engine lubricating oil supply structure, oil is collected by an oil receiving portion formed on the inner surface of the back portion of the crankcase and supplied to the shaft member of the transmission via a clutch lever holder. It is shown in Patent Document 1.
However, in the one disclosed in Patent Document 1 below, when oil is collected by utilizing the oil splashing by the rotation of the primary driven gear of the internal combustion engine, the position where the oil receiving portion is formed is defined by the direction of gravity. Therefore, there has been a problem of supplying oil to a portion located near the back of the crankcase.
特開２００３－０５６６８２号公報（図５～図７）JP 2003-056882 A (FIGS. 5 to 7)
　本発明は、上記従来技術に鑑み、簡易に構成することができ、クランクケースの背面寄りに位置する部位にオイルを供給できる内燃機関の潤滑油供給構造を提供することを課題とする。 An object of the present invention is to provide a lubricating oil supply structure for an internal combustion engine that can be configured simply and can supply oil to a portion located near the back surface of the crankcase in view of the above-described conventional technology.
　上記の課題を解決するために、請求項１に記載の発明は、クランク軸を収容するクランク室を構成するクランクケースと、同クランクケースに収容された複数の歯車と、燃焼室が形成されたシリンダヘッドと、前記クランク軸の回転と連動して前記燃焼室の吸気弁および排気弁の開閉操作を行う動弁機構とを有し、動弁機構を駆動する伝動部材を収容する空間をなす伝動部材収容室が形成された内燃機関であって、前記伝動部材収容室内に形成されたオイル受け部に開口するオイル導入口が、前記クランクケースの上壁内に通じて形成され、前記内燃機関の前記複数の歯車の一つに対向するようにセンサ部を指向させて同歯車の回転を検出する磁気センサを収容する磁気センサ収容室が、前記クランクケース内に向け開口して前記クランクケースの上壁に形成された内燃機関の潤滑油供給構造において、前記オイル受け部から前記磁気センサ収容室まで致る通路部が、前記オイル導入口と連通して前記クランクケースの上壁内に形成され、前記磁気センサ収容室にはその径方向内側に向けて開口するオイル排出口が形成されて前記通路部と連通することを特徴とする内燃機関の潤滑油供給構造。 In order to solve the above-mentioned problem, the invention according to claim 1 includes a crankcase that constitutes a crank chamber that houses a crankshaft, a plurality of gears that are housed in the crankcase, and a combustion chamber. A cylinder head and a valve mechanism that opens and closes the intake valve and the exhaust valve of the combustion chamber in conjunction with the rotation of the crankshaft, and forms a space that houses a transmission member that drives the valve mechanism An internal combustion engine having a member accommodating chamber formed therein, wherein an oil introduction port that opens to an oil receiving portion formed in the transmission member accommodating chamber is formed in the upper wall of the crankcase. A magnetic sensor housing chamber for housing a magnetic sensor for directing the sensor portion to detect one of the plurality of gears and detecting rotation of the gears opens into the crankcase and opens the crankcase. In the internal combustion engine lubricating oil supply structure formed on the upper wall of the casing, a passage portion extending from the oil receiving portion to the magnetic sensor housing chamber communicates with the oil introduction port and is provided in the upper wall of the crankcase. An oil supply structure for an internal combustion engine, wherein the magnetic sensor housing chamber is formed with an oil discharge port that opens radially inward and communicates with the passage portion.
　請求項２に記載の発明は、請求項１に記載の内燃機関の潤滑油供給構造において、前記オイル排出口は前記オイル受け部よりも鉛直方向下方に形成されたことを特徴とする。 According to a second aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to the first aspect, the oil discharge port is formed vertically below the oil receiving portion.
　請求項３に記載の発明は、請求項１または請求項２に記載の内燃機関の潤滑油供給構造において、前記通路部は、前記オイル導入口から前記オイル排出口に掛けて下方に傾斜する傾斜面を有することを特徴とする。 According to a third aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to the first or second aspect, the passage portion is inclined downward from the oil introduction port to the oil discharge port. It has a surface.
　請求項４に記載の発明は、請求項１ないし請求項３のいずれか一項に記載の内燃機関の潤滑油供給構造において、前記オイル受け部から前記通路部へ向かう前記オイル導入口は、クランク軸軸方向の一方側に指向して形成されるとともに、前記通路部から前記磁気センサ収容室に向かう前記オイル排出口は、クランク軸軸方向の他方側に指向して形成されたことを特徴とする。 According to a fourth aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to any one of the first to third aspects, the oil introduction port from the oil receiving portion toward the passage portion is a crank. The oil discharge port directed to one side in the axial direction is formed toward the other side in the crankshaft axial direction from the passage portion toward the magnetic sensor housing chamber. To do.
　請求項５に記載の発明は、請求項１ないし請求項４のいずれか一項に記載の内燃機関の潤滑油供給構造において、前記クランクケースは、クランク軸軸方向において分割された左右分割式クランクケースであり、前記クランクケースの左側半体および右側半体の合わせ面に開口した箱状空間の両開口部を互いに重ねることにより前記通路部が構成されたことを特徴とする。 According to a fifth aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to any one of the first to fourth aspects, the crankcase is divided into a left and right split type crank divided in the direction of the crankshaft axis. The passage portion is formed by overlapping both openings of a box-like space opened on the mating surfaces of the left half and the right half of the crankcase.
　請求項６に記載の発明は、請求項１ないし請求項５のいずれか一項に記載の内燃機関の潤滑油供給構造において、前記クランクケースは、クランク軸軸方向において分割された左右分割式クランクケースであり、前記クランクケースの左側半体および右側半体のうちの一方に前記オイル受け部および前記磁気センサ収容室が形成されたことを特徴とする。 According to a sixth aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to any one of the first to fifth aspects, the crankcase is divided into left and right cranks divided in the direction of the crankshaft axis. The oil receiving portion and the magnetic sensor accommodating chamber are formed in one of the left half and the right half of the crankcase.
　請求項７に記載の発明は、請求項５または請求項６に記載の内燃機関の潤滑油供給構造において、前記クランクケースの左側半体および右側半体の上壁の壁面から上方へ膨出して形成された締結部材挿通部の直下に前記箱状空間が形成されたことを特徴とする。 According to a seventh aspect of the present invention, in the lubricating oil supply structure for an internal combustion engine according to the fifth or sixth aspect, the crankcase bulges upward from the wall surface of the upper wall of the left half and the right half of the crankcase. The box-shaped space is formed immediately below the formed fastening member insertion portion.
　請求項８に記載の発明は、請求項１ないし請求項７のいずれか一項に記載の内燃機関の潤滑油供給構造において、前記内燃機関は、前記クランクケース内に多段変速機を収容し、同多段変速機は前記クランク軸からの回転を受けて回転駆動されるメイン軸と、前記メイン軸と平行に配置され、駆動車輪と連動するカウンタ軸とを有し、前記磁気センサのセンサ部と対向された前記歯車は、前記カウンタ軸と常時連動回転する歯車であることを特徴とする。 According to an eighth aspect of the present invention, in the internal combustion engine lubricating oil supply structure according to any one of the first to seventh aspects, the internal combustion engine houses a multi-stage transmission in the crankcase, The multi-stage transmission includes a main shaft that is rotationally driven in response to rotation from the crankshaft, a counter shaft that is arranged in parallel with the main shaft and interlocks with driving wheels, and a sensor unit of the magnetic sensor; The gears opposed to each other are gears that always rotate in conjunction with the counter shaft.
　請求項９に記載の発明は、請求項８に記載の内燃機関の潤滑油供給構造において、前記磁気センサのセンサ部と対向された前記歯車は、前記メイン軸に相対回転可能に軸支された歯車であることを特徴とする。 According to a ninth aspect of the present invention, in the lubricating oil supply structure for the internal combustion engine according to the eighth aspect, the gear that faces the sensor portion of the magnetic sensor is pivotally supported by the main shaft so as to be relatively rotatable. It is a gear.
　請求項１に記載の発明の内燃機関の潤滑油供給構造によれば、伝動部材収容室内において、伝動部材から飛散したオイルや気体と交じり合ったオイルミストを、伝動部材収容室に形成されオイル導入口が開口したオイル受け部で回収し、回収したオイルを通路部からオイル排出口を介して、クランクケース内に向け開口してクランクケースの上壁に形成された磁気センサ収容室内に送り出し、磁気センサ収容室から歯車に向けて滴下させることにより、クランクケースの背面寄りに位置する部位にオイルを供給できる内燃機関の潤滑油供給構造を、簡易に構成することができる。 According to the lubricating oil supply structure of the internal combustion engine of the first aspect of the present invention, the oil mist mixed with the oil and gas scattered from the transmission member is formed in the transmission member accommodation chamber in the transmission member accommodation chamber, and the oil introduction The oil is collected at the oil receiving part with an opening, and the collected oil is opened from the passage part through the oil discharge port into the crankcase and sent into the magnetic sensor housing chamber formed on the upper wall of the crankcase. By dripping the sensor housing chamber toward the gear, a lubricating oil supply structure for an internal combustion engine that can supply oil to a portion located near the back surface of the crankcase can be easily configured.
　請求項２の発明によれば、請求項１の発明の効果に加え、重力によりオイルが、オイル受け部から通路部経由オイル排出口に導かれるので、ポンプを不要として内燃機関の潤滑油供給構造を簡易に構成することができる。 According to the invention of claim 2, in addition to the effect of the invention of claim 1, since the oil is guided by gravity from the oil receiving portion to the oil discharge port via the passage portion, a lubricating oil supply structure for an internal combustion engine without a pump is required. Can be configured easily.
　請求項３の発明によれば、請求項１または請求項２の発明の効果に加え、通路部に傾斜面が形成されたことにより、特にオイルミストの接触面積が増えるので、気液分離作用を促すことができる。 According to the invention of claim 3, in addition to the effect of the invention of claim 1 or claim 2, since the inclined surface is formed in the passage portion, particularly the contact area of the oil mist is increased. Can be urged.
　請求項４の発明によれば、請求項１ないし請求項３のいずれか一項の発明の効果に加え、オイル導入口から通路部に入ったオイルが、方向を逆転して通路部からオイル排出口に出て行くため、迂回路が構成されることになり、ラビリンス効果を奏して、特にオイルミストの移動距離を稼ぐことで気液分離を促すことができる。 According to the invention of claim 4, in addition to the effect of the invention of any one of claims 1 to 3, the oil that has entered the passage part from the oil introduction port is reversed in direction and discharged from the passage part. Since it goes out to an exit, a detour will be constituted and a labyrinth effect will be produced, and gas-liquid separation can be promoted especially by earning the movement distance of oil mist.
　請求項５の発明によれば、請求項１ないし請求項４のいずれか一項の発明の効果に加え、通路部が、クランクケースの左側半体および右側半体の箱状空間を組み合わせて構成されたので、オイルを貯留する空間を確保することができ、歯車の潤滑を継続的に行うことができる。 According to the invention of claim 5, in addition to the effect of the invention of any one of claims 1 to 4, the passage portion is configured by combining the box-like spaces of the left half and the right half of the crankcase. As a result, a space for storing oil can be secured and the gear can be continuously lubricated.
　請求項６の発明によれば、請求項１ないし請求項５のいずれか一項の発明の効果に加え、クランクケースの左側半体および右側半体のうちの、オイル受け部および磁気センサ収容室が形成されない他方のクランクケースの半体の構造を単純化することができるので、製造コストの低減に寄与する。 According to the invention of claim 6, in addition to the effect of the invention of any one of claims 1 to 5, the oil receiving portion and the magnetic sensor housing chamber in the left half and the right half of the crankcase. Since the structure of the other half of the crankcase in which no is formed can be simplified, it contributes to a reduction in manufacturing cost.
　請求項７の発明によれば、請求項５または請求項６の発明の効果に加え、クランクケースに締結部材挿通部を形成する際に形成される膨出部の直下に通路部を形成する箱状空間が形成されたので、内燃機関のコンパクト化に寄与する。 According to the invention of claim 7, in addition to the effect of the invention of claim 5 or claim 6, the box in which the passage portion is formed immediately below the bulging portion formed when the fastening member insertion portion is formed in the crankcase. Since the cylindrical space is formed, it contributes to downsizing the internal combustion engine.
　請求項８の発明によれば、請求項１ないし請求項７のいずれか一項の発明の効果に加え、磁気センサを車速センサとして使用することができるとともに、磁気センサを伝って対向する歯車にオイルを滴下できるため、そこから他の歯車にオイルが供給されて、多段変速機の潤滑油供給構造を簡易に構成することができる。 According to the invention of claim 8, in addition to the effect of the invention of any one of claims 1 to 7, the magnetic sensor can be used as a vehicle speed sensor, and the opposite gear is transmitted through the magnetic sensor. Since oil can be dripped, oil can be supplied from there to another gear, and the lubricating oil supply structure of the multi-stage transmission can be simply configured.
　請求項９の発明によれば、請求項８の発明の効果に加え、クランク軸と隣接するメイン軸側の歯車を検知することによって車速検出をすることができ、磁気センサおよび磁気センサ収容室の配置による内燃機関の肥大化を抑制でき、ひいては内燃機関をコンパクトにできる。 According to the ninth aspect of the invention, in addition to the effect of the eighth aspect of the invention, the vehicle speed can be detected by detecting the gear on the main shaft side adjacent to the crankshaft. The enlargement of the internal combustion engine due to the arrangement can be suppressed, and the internal combustion engine can be made compact.
本発明の実施形態に係る内燃機関の潤滑油供給構造を備えた内燃機関を搭載した自動二輪車の右側面図である。1 is a right side view of a motorcycle equipped with an internal combustion engine equipped with a lubricating oil supply structure for an internal combustion engine according to an embodiment of the present invention. 図５中ＩＩ－ＩＩ矢視による、クランクケースの右側半体の右立面断面である。FIG. 6 is a right elevational cross section of the right half of the crankcase as viewed in the direction of arrows II-II in FIG. 5. 図５中ＩＩＩ－ＩＩＩ矢視による、クランクケースの右側半体の右立面断面である。FIG. 6 is a right elevational cross section of the right half of the crankcase as viewed in the direction of arrows III-III in FIG. 5. 図５中ＩＶ－ＩＶ矢視による、クランクケースの右側半体およびシリンダブロックの左立面図である。FIG. 6 is a left elevational view of the right half of the crankcase and the cylinder block as viewed in the direction of arrows IV-IV in FIG. 5. 図４中Ｖ－Ｖ矢視による、クランクケースの平面断面図である。FIG. 5 is a plan cross-sectional view of the crankcase, taken along line VV in FIG. 4. 図４中ＶＩ－ＶＩ矢視による、多段変速機のメイン軸、カウンタ軸と複数の変速用ギヤの断面図である。FIG. 5 is a cross-sectional view of a main shaft, a counter shaft, and a plurality of speed change gears of the multi-stage transmission, taken along line VI-VI in FIG. 本実施形態の変形例を示す、クランクケースの右側半体の左立面断面図である。It is a left elevation sectional view of the right half of a crankcase showing the modification of this embodiment.
　図１から図７に基づき、本発明の一実施形態およびその変形例に係る内燃機関の潤滑油供給構造につき説明する。 1 to FIG. 7, a description will be given of a lubricating oil supply structure for an internal combustion engine according to an embodiment of the present invention and a modification thereof.
　本実施形態において内燃機関３は、自動二輪車１に搭載された場合が示され、特許請求の範囲および本明細書の説明における前後左右上下等の向きは、本実施形態の内燃機関の潤滑油供給構造を備えた内燃機関３を、自動二輪車１に搭載した状態での車両（自動二輪車）の向きに従うものとする。
　図中矢印ＦＲは車両前方を、ＬＨは車両左方を、ＲＨは車両右方を、ＵＰは車両上方を、それぞれ示す。 In the present embodiment, the internal combustion engine 3 is shown mounted on the motorcycle 1, and the directions of front and rear, left, right, up and down in the claims and the description of the present specification indicate the supply of lubricating oil for the internal combustion engine of the present embodiment. The internal combustion engine 3 having the structure is assumed to follow the direction of the vehicle (motorcycle) in a state where the internal combustion engine 3 is mounted on the motorcycle 1.
In the figure, arrow FR indicates the front of the vehicle, LH indicates the left side of the vehicle, RH indicates the right side of the vehicle, and UP indicates the upper side of the vehicle.
　本実施形態に係る自動二輪車１の右側面が図１に示されるように、本実施形態の自動二輪車１の車体フレーム２は、ヘッドパイプ20からは、後方にメインフレーム21が、若干下方に傾斜して延出した後に、下方に屈曲してメイン急傾斜部21ａを形成しているとともに、ヘッドパイプ20からはさらに車幅方向中央を斜め後下方に向けてダウンフレーム22が延出している。 As shown in FIG. 1, the right side surface of the motorcycle 1 according to this embodiment is such that the body frame 2 of the motorcycle 1 according to this embodiment has a main frame 21 inclined slightly rearward from the head pipe 20. Then, the main frame 21 is bent downward to form the main steeply inclined portion 21a, and the down frame 22 extends further from the head pipe 20 with the center in the vehicle width direction obliquely rearward and downward.
　内燃機関３におけるクランクケース30の前部が、ダウンフレーム22の下部の支持ブラケット22ａに上下２か所でハンガーボルト３ａにより取り付けられ、クランクケース30の後部が、メインフレーム21のメイン急傾斜部21ａの支持ブラケットに上下２か所でハンガーボルト３ａにより取り付けられて、内燃機関３が車体フレーム２に支持される。
　メインフレーム21の屈曲部からは左右一対のシートレール25が途中屈曲部を形成しながら後方に延出しており、シートレール25の屈曲部とメイン急傾斜部21ａの中央部とを連結したバックステー26がシートレール25を支持している。 The front part of the crankcase 30 in the internal combustion engine 3 is attached to the support bracket 22a at the lower part of the down frame 22 by two hanger bolts 3a, and the rear part of the crankcase 30 is the main steeply inclined part 21a of the main frame 21. The internal combustion engine 3 is supported by the vehicle body frame 2 by being attached to the support brackets by the hanger bolts 3a at two upper and lower positions.
A pair of left and right seat rails 25 extend rearward from the bent portion of the main frame 21 while forming a bent portion in the middle, and the backstay connecting the bent portion of the seat rail 25 and the central portion of the main steeply inclined portion 21a. 26 supports the seat rail 25.
　以上のような車体フレーム２において、ヘッドパイプ20にはフロントフォーク10が枢支され、その下端に前輪11が軸支され、フロントフォーク10の枢軸の上端に操舵ハンドル12が設けられ、メインフレーム21の下部に設けられたピボット軸27に前端を軸支されたリヤフォーク13が後方へ延出し、その後端に後輪（本発明における「駆動車輪」）14が軸支され、リヤフォーク13の中央部とバックステー26との間にリヤクッション15が介装されている。 In the vehicle body frame 2 as described above, the front fork 10 is pivotally supported on the head pipe 20, the front wheel 11 is pivotally supported at the lower end thereof, the steering handle 12 is provided at the upper end of the pivot of the front fork 10, and the main frame 21 A rear fork 13 pivotally supported on the front end of a pivot shaft 27 provided at the lower portion of the rear fork extends rearward, and a rear wheel ("driving wheel" in the present invention) 14 is pivotally supported on the rear end thereof. A rear cushion 15 is interposed between the rear portion and the backstay 26.
　メインフレーム21には燃料タンク16が左右両側に跨るように架設され、燃料タンク16の後方にシート17がシートレール25に支持されて設けられている。
　車体フレーム２のダウンフレーム22の上部を左右両側からフロントカバー18Ａが覆い、内燃機関３とシート17との間の左右両側をサイドカバー18Ｂが覆い、シートレール25の後半をリヤカバー18Ｃが覆っている。 A fuel tank 16 is installed on the main frame 21 so as to straddle the left and right sides, and a seat 17 is supported by a seat rail 25 behind the fuel tank 16.
A front cover 18A covers the upper part of the down frame 22 of the body frame 2 from the left and right sides, a side cover 18B covers the left and right sides between the internal combustion engine 3 and the seat 17, and a rear cover 18C covers the second half of the seat rail 25. .
　本実施形態に係る内燃機関３は、そのクランクケース30内の後部に多段変速機５（図３、図６参照）を一体に備えて、いわゆるパワーユニットを構成しており、そのクランク軸31を、自動二輪車１の車幅方向、すなわち左右方向に配向させて、気筒を若干前傾させて起立した姿勢で、自動二輪車１に搭載された空冷単気筒のＳＯＨＣ型４ストロークサイクル内燃機関である。 The internal combustion engine 3 according to the present embodiment integrally includes a multi-stage transmission 5 (see FIGS. 3 and 6) at a rear portion in the crankcase 30 to constitute a so-called power unit. The air-cooled single-cylinder SOHC type four-stroke cycle internal combustion engine mounted on the motorcycle 1 is oriented in the vehicle width direction, that is, the left-right direction of the motorcycle 1 and the cylinder is tilted slightly forward to stand upright.
　内燃機関３は、左右方向に指向したクランク軸31を回転自在に軸支するクランクケース30の斜め上方にシリンダブロック32およびシリンダヘッド33が順次重ねられて図示しないスタッドボルトにより一体に締結され、シリンダヘッド33の上にはシリンダヘッドカバー34が被せられ、シリンダブロック32、シリンダヘッド33、シリンダヘッドカバー34はクランクケース30から僅かに前方に前傾して突設されている。
　クランクケース30から突出した内燃機関３の出力軸52の出力スプロケット28に巻き掛けられた駆動チェーン29が、後輪14側の被動スプロケット14ａに架渡されて後輪14に動力が伝達される。 In the internal combustion engine 3, a cylinder block 32 and a cylinder head 33 are sequentially stacked on a diagonally upper part of a crankcase 30 that rotatably supports a crankshaft 31 oriented in the left-right direction, and are fastened together by a stud bolt (not shown). A cylinder head cover 34 is placed on the head 33, and the cylinder block 32, the cylinder head 33, and the cylinder head cover 34 are projected from the crankcase 30 so as to be inclined slightly forward.
The drive chain 29 wound around the output sprocket 28 of the output shaft 52 of the internal combustion engine 3 protruding from the crankcase 30 is laid over the driven sprocket 14a on the rear wheel 14 side, and power is transmitted to the rear wheel 14.
　図１に示されるように、シリンダヘッド33から後方に延出した吸気管45は、スロットルボディ46を介してエアクリーナ47に連結している。
　シリンダヘッド33から前方に延出した排気管48は、下方に屈曲し、さらに後方に屈曲してクランクケース30の下面に沿って後方にかつ右側に寄って後輪14の右側に配置されたマフラー49に連結されている。
　排気管48の中途部には排気浄化触媒９が内装されている。 As shown in FIG. 1, an intake pipe 45 extending rearward from the cylinder head 33 is connected to an air cleaner 47 via a throttle body 46.
The exhaust pipe 48 extending forward from the cylinder head 33 is bent downward and further bent rearward, and is arranged on the right side of the rear wheel 14 rearward and rightward along the lower surface of the crankcase 30. It is linked to 49.
An exhaust purification catalyst 9 is provided in the middle of the exhaust pipe 48.
　図４にクランクケース30の右側半体30Ｒの、左側半体30Ｌとの合わせ面30Ｒaが示されるように、内縁機関３のクランクケース30は、アルミ合金の鋳造により形成された左側半体30Ｌと右側半体30Ｒとが、互いの合わせ面30Ｌa、30Ｒaで合わされて、複数のケース締結ボルト30ａにより一体に結合して構成される左右割り構造であり（図５参照）、クランク軸を収容するクランク室38を構成する。 4 shows the mating surface 30Ra of the right half 30R of the crankcase 30 with the left half 30L, the crankcase 30 of the inner edge engine 3 includes a left half 30L formed by casting an aluminum alloy. A crank that houses the crankshaft is a left-right split structure in which the right half 30R is joined together by mating surfaces 30La and 30Ra and joined together by a plurality of case fastening bolts 30a (see FIG. 5). A chamber 38 is formed.
　図４中Ｖ－Ｖ矢視によるクランクケース30の平面断面図である図５に、クランクケース30の右側半体30Ｒと左側半体30Ｌからなる左右割り構造が示される。
　また、図５に示されるように、クランクケース30の左側にクランク軸31の左端に取付けられたＡＣジェネレータ42が設けられ、クランクケース30の右側にメイン軸51の右端側に取付けられた多板式の変速クラッチ55が設けられ、右側半体30Ｒに締結されるクラッチカバー56で覆われる。 FIG. 5, which is a plan sectional view of the crankcase 30 taken along the line VV in FIG. 4, shows a left-right split structure comprising the right half 30R and the left half 30L of the crankcase 30.
Further, as shown in FIG. 5, an AC generator 42 attached to the left end of the crankshaft 31 is provided on the left side of the crankcase 30, and a multi-plate type attached to the right end side of the main shaft 51 on the right side of the crankcase 30. The transmission clutch 55 is provided and covered with a clutch cover 56 that is fastened to the right half 30R.
　また、シリンダヘッド33内に設けられる動弁機構６（図２参照）を駆動するためにクランク軸31と動弁機構６との間に掛け渡されるカムチェーン（本発明における「伝動部材」）61が、クランクケース30の右側側部からシリンダブロック32、シリンダヘッド33の右側側部にかけて設けられたカムチェーン室（本発明における「伝動部材収容室」）60内に収容されている。 In addition, a cam chain (“transmission member” in the present invention) 61 spanned between the crankshaft 31 and the valve mechanism 6 in order to drive the valve mechanism 6 (see FIG. 2) provided in the cylinder head 33. However, it is accommodated in a cam chain chamber (“transmission member accommodation chamber” in the present invention) 60 provided from the right side of the crankcase 30 to the right side of the cylinder block 32 and the cylinder head 33.
　左側半体30Ｌの左立壁35Ｌと右側半体30Ｒの右立壁35Ｒとの間、すなわちクランク室38の後部には、後述のように、メイン軸51とカウンタ軸52に備えられた複数の変速用ギヤ（本発明における「複数の歯車」）53が収容され、所定の変速がなされる（図６参照）。
　メイン軸51とカウンタ軸52の複数の変速用ギヤ53による変速後の内燃機関３の回転動力は、カウンタ軸52によって出力される。
　カウンタ軸52は、クランクケース30の左側半体30Ｌを左方に貫通して外部に突出して、内燃機関３の最終の出力軸52となっており、突出部位に出力スプロケット28がスプライン嵌合されている。
　出力スプロケット28に巻き掛けられる駆動チェーン29が、後輪14側（図１参照）の被動スプロケット14ａに架渡されてチェーン伝達機構が構成され、後輪14に動力が伝達される。 As described later, a plurality of speed change gears provided on the main shaft 51 and the counter shaft 52 are provided between the left standing wall 35L of the left half 30L and the right standing wall 35R of the right half 30R, that is, at the rear portion of the crank chamber 38. A gear ("plurality of gears" in the present invention) 53 is accommodated and a predetermined speed change is made (see FIG. 6).
The rotational power of the internal combustion engine 3 after being shifted by the plurality of speed change gears 53 of the main shaft 51 and the counter shaft 52 is output by the counter shaft 52.
The counter shaft 52 penetrates the left half 30L of the crankcase 30 to the left and protrudes to the outside to become the final output shaft 52 of the internal combustion engine 3, and the output sprocket 28 is spline fitted to the protruding portion. ing.
A drive chain 29 wound around the output sprocket 28 is stretched over a driven sprocket 14a on the rear wheel 14 side (see FIG. 1) to form a chain transmission mechanism, and power is transmitted to the rear wheel 14.
　また、図５中のＩＩ－ＩＩ矢視によるクランクケース30の右側半体30Ｒの右立面断面が図２に、ＩＩＩ－ＩＩＩ矢視による右側半体30Ｒの右立面断面が図３に示される。
　前述の図４は、図５中のＩＶ－ＩＶ矢視による、右側半体30Ｒの左立面図であり、前述のように、右側半体30Ｒの、左側半体30Ｌとの合わせ面30Ｒaが示される。 Further, FIG. 2 shows a right elevational section of the right half 30R of the crankcase 30 as viewed in the direction of arrows II-II in FIG. 5, and FIG. 3 shows a right elevation sectional view of the right half 30R as viewed in the direction of arrows III-III. It is.
FIG. 4 is a left elevational view of the right half 30R as viewed in the direction of arrows IV-IV in FIG. 5. As described above, the mating surface 30Ra of the right half 30R with the left half 30L is as shown in FIG. Indicated.
　図２は、図５に示されるように、カムチェーン室60を通る右側半体30Ｒ、シリンダブロック32、シリンダヘッド33等の右立面断面図であり、クランク軸31の右端部に嵌着されたカムチェーン駆動スプロケット62と、動弁機構６のカムシャフト63の右端部に嵌着されたカムチェーン従動スプロケット64と、両スプロケット62、64間に掛け回されたカムチェーン61が示される。 2 is a right elevational sectional view of the right half 30R passing through the cam chain chamber 60, the cylinder block 32, the cylinder head 33, etc., as shown in FIG. 5, and is fitted to the right end of the crankshaft 31. A cam chain drive sprocket 62, a cam chain driven sprocket 64 fitted to the right end of the cam shaft 63 of the valve mechanism 6 and a cam chain 61 hung between the two sprockets 62, 64 are shown.
　動弁機構６において、カムチェーン従動スプロケット64はカムチェーン駆動スプロケット62の倍の径を有し、クランク軸31の1/2の回転数で同期してカムシャフト63が回転され、吸気ロッカアーム65ｉと排気ロッカアーム65ｅを揺動して、燃焼室36の吸気弁37ｉ、排気弁37ｅをそれぞれ所定のタイミングで開閉駆動する。
　なお、図２において、57Ｒ、58Ｒは、クランクケース30の右側半体30Ｒの右立壁35Ｒにおける、多段変速機５のメイン軸51、カウンタ軸52の各右側ボールベアリングである。 In the valve mechanism 6, the cam chain driven sprocket 64 has a diameter twice that of the cam chain drive sprocket 62, and the camshaft 63 is rotated in synchronization with the half speed of the crankshaft 31, so that the intake rocker arm 65 i The exhaust rocker arm 65e is swung to open and close the intake valve 37i and the exhaust valve 37e of the combustion chamber 36 at predetermined timings.
2, 57R and 58R are the right ball bearings of the main shaft 51 and the counter shaft 52 of the multi-stage transmission 5 on the right standing wall 35R of the right half 30R of the crankcase 30.
　図３は、図５に示されるように、クランク室38と、シリンダブロック32におけるシリンダボア32ａとを削いで通る、右側半体30Ｒおよびシリンダブロック32の右立面断面図であり、シリンダボア32ａ内に摺動自在に嵌装されたピストン40が、クランク室38中のクランク軸31のクランクピン39とコンロッド41で連結されていることが示される。
　ピストン40の上面に向かって、シリンダヘッド33には燃焼室36が形成されている（図２参照）。 FIG. 3 is a right elevational cross-sectional view of the right half 30R and the cylinder block 32 passing through the crank chamber 38 and the cylinder bore 32a in the cylinder block 32 as shown in FIG. 5, and inside the cylinder bore 32a. It is shown that the piston 40 fitted slidably is connected to the crankpin 39 of the crankshaft 31 in the crank chamber 38 by the connecting rod 41.
A combustion chamber 36 is formed in the cylinder head 33 toward the upper surface of the piston 40 (see FIG. 2).
　クランクケース30内のクランク室38の後部はミッション室50を構成しており、クランク軸31に近い側に、多段変速機５のメイン軸51、遠い側にカウンタ軸52が配設され、各軸51、52にはそれぞれ所定の複数の変速用ギヤ53が設けられて、互いに噛合している。 The rear portion of the crank chamber 38 in the crankcase 30 constitutes a mission chamber 50. A main shaft 51 of the multi-stage transmission 5 is disposed on the side closer to the crankshaft 31, and a counter shaft 52 is disposed on the far side. Each of 51 and 52 is provided with a plurality of predetermined shifting gears 53 and meshes with each other.
　再び、図２を参照して、クランクケース30の右側半体30Ｒの上壁70Ｒがカムチェーン室60に致る箇所のカムチェーン室60の内面には、カムチェーン室60内に向けて突設されたオイル受け部71が形成されており、オイル受け部71内に開口するオイル導入口72が、クランクケース30の上壁70Ｒ内に通じて形成されている。
　また、図３を参照して、クランクケース30の右側半体30Ｒの上壁70Ｒには、オイル導入口72より後方で、多段変速機５のメイン軸51の上方の位置に、クランクケース30内に向け開口して、円筒開口状の磁気センサ収容室75が形成されている。
　磁気センサ収容室75には、内燃機関の複数の変速ギヤ53の一つに対向するようにセンサ部８ａを指向させて変速用ギヤ53の回転を検出する磁気センサ８が収容される。 Referring again to FIG. 2, the inner surface of the cam chain chamber 60 protrudes into the cam chain chamber 60 where the upper wall 70 </ b> R of the right half 30 </ b> R of the crankcase 30 contacts the cam chain chamber 60. The oil receiving portion 71 is formed, and an oil introduction port 72 that opens into the oil receiving portion 71 is formed in communication with the upper wall 70R of the crankcase 30.
Referring to FIG. 3, the upper wall 70 </ b> R of the right half 30 </ b> R of the crankcase 30 is located behind the oil inlet 72 and above the main shaft 51 of the multistage transmission 5. A magnetic sensor housing chamber 75 having a cylindrical opening shape is formed.
The magnetic sensor housing chamber 75 houses the magnetic sensor 8 that detects the rotation of the speed change gear 53 by directing the sensor portion 8a so as to face one of the plurality of speed change gears 53 of the internal combustion engine.
　オイル導入口72は、上壁70Ｒ内に形成された通路部73と連通しており、通路部73は、クランク室38の上方にあってクランク軸31の回転に沿う上壁70Ｒの形状に従って、後方に向けて下方に傾斜して設けられている。
　一方、磁気センサ収容室75にはその径方向内側に向けて開口するオイル排出口74が形成されており、通路部73の下端側と連通している。
　すなわち、オイル受け部71から磁気センサ収容室75まで致る通路部73が、オイル導入口72と連通してクランクケース30の上壁70Ｒ内に形成されている。 The oil introduction port 72 communicates with a passage portion 73 formed in the upper wall 70R. The passage portion 73 is located above the crank chamber 38 and follows the shape of the upper wall 70R along the rotation of the crankshaft 31. Inclined downward toward the rear.
On the other hand, the magnetic sensor housing chamber 75 is formed with an oil discharge port 74 that opens inward in the radial direction, and communicates with the lower end side of the passage portion 73.
That is, a passage portion 73 extending from the oil receiving portion 71 to the magnetic sensor housing chamber 75 is formed in the upper wall 70R of the crankcase 30 so as to communicate with the oil introduction port 72.
　カムチェーン室60の内面には、カムチェーン61から飛散した潤滑用のオイルやオイルミストが付着し、また、動弁機構６を潤滑後のオイルが付着し、クランク室38内に向けて還流すべく流下するが、その一部がオイル受け部71で捕集され、オイル導入口72から通路部73に流入し、通路部73を流下したオイルは、オイル排出口74から磁気センサ収容室75に入り、磁気センサ８周りの間隙から、磁気センサ８を伝って、磁気センサ８が検知しようとした複数の変速ギヤ53の一つに向けて滴下することとなる。 Lubricating oil and oil mist splashed from the cam chain 61 adhere to the inner surface of the cam chain chamber 60, and oil after lubrication adheres to the valve mechanism 6 and returns to the crank chamber 38. However, a part of the oil is collected by the oil receiving portion 71, flows into the passage portion 73 from the oil introduction port 72, and the oil flowing down the passage portion 73 flows from the oil discharge port 74 to the magnetic sensor housing chamber 75. Then, from the gap around the magnetic sensor 8, it drops along one of the plurality of transmission gears 53 to be detected by the magnetic sensor 8 through the magnetic sensor 8.
　すなわち、本実施形態では、カムチェーン室60内において、カムチェーン61から飛散したオイルや気体と交じり合ったオイルミストを、カムチェーン室60に形成されオイル導入口72が開口したオイル受け部71で回収し、回収したオイルを通路部73からオイル排出口74を介して磁気センサ収容室75内に送り出し、磁気センサ収容室75から複数の変速ギヤ53の一つに向けて滴下させることにより、内燃機関３の潤滑油供給構造が簡易に構成することができた。 That is, in the present embodiment, in the cam chain chamber 60, oil mist mixed with oil and gas scattered from the cam chain 61 is formed in the oil receiving portion 71 formed in the cam chain chamber 60 and having an oil introduction port 72 opened. The collected oil is sent from the passage portion 73 through the oil discharge port 74 into the magnetic sensor housing chamber 75 and dropped from the magnetic sensor housing chamber 75 toward one of the plurality of transmission gears 53, thereby The lubricating oil supply structure of the engine 3 could be easily configured.
　また、オイル排出口74はオイル受け部71よりも鉛直方向下方に形成されており、重力によりオイルが、オイル受け部71から通路部73経由オイル排出口74に導かれるので、ポンプを不要として内燃機関３の潤滑油供給構造が簡易に構成されている。 Further, the oil discharge port 74 is formed vertically below the oil receiving portion 71, and the oil is guided by gravity from the oil receiving portion 71 to the oil discharge port 74 via the passage portion 73. The lubricating oil supply structure of the engine 3 is simply configured.
　図４は、図５中ＩＶ－ＩＶ矢視による、右側半体30Ｒおよびシリンダブロック32の左立面図であり、クランクケース30の右側半体30Ｒの、左側半体30Ｌとの合わせ面30Ｒaが示される。図４においては、クランク軸31、メイン軸51、カウンタ軸52は断面とせず、左軸端から臨むように示される。
　図４に示されるように、合わせ面30Ｒaにオイルの通路部73の右半部分が開口しており、通路部73の右半部分は、右側半体30Ｒの上壁70Ｒの壁面から上方へ膨出して形成された、ケース締結ボルト30ａを挿通させるための締結部材挿通部76Ｒの直下に形成された箱状空間77Ｒをなしている。 FIG. 4 is a left elevational view of the right half 30R and the cylinder block 32 as viewed in the direction of arrows IV-IV in FIG. 5, and a mating surface 30Ra of the right half 30R of the crankcase 30 with the left half 30L is shown. Indicated. In FIG. 4, the crankshaft 31, the main shaft 51, and the countershaft 52 are shown not facing a cross section but facing the left shaft end.
As shown in FIG. 4, the right half of the oil passage 73 is opened on the mating surface 30Ra, and the right half of the passage 73 swells upward from the wall surface of the upper wall 70R of the right half 30R. A box-shaped space 77R formed immediately below the fastening member insertion portion 76R through which the case fastening bolt 30a is inserted is formed.
　図４中Ｖ－Ｖ矢視によるクランクケース30の平面断面図である図５に示されるように、クランクケース30の左側半体30Ｌにも、同様に左側半体30Ｌの上壁70Ｌ（右側半体30Ｒを示す図４中の対応位置にカギカッコ付きで示す）の壁面から上方へ膨出して形成された、ケース締結ボルト30ａを挿通させるための締結部材挿通部76Ｌ（図４中の対応位置にカギカッコ付きで示す）の直下に形成された箱状空間77Ｌをなして、右側半体30Ｒとの合わせ面30Ｌaに開口する通路部73の左半部分が形成されている。 As shown in FIG. 5 which is a plan sectional view of the crankcase 30 taken along the line VV in FIG. 4, the left half 30L of the crankcase 30 is similarly applied to the upper wall 70L (the right half of the left half 30L). A fastening member insertion portion 76L (in the corresponding position in FIG. 4) for inserting the case fastening bolt 30a, which is formed to bulge upward from the wall surface of the corresponding position in FIG. A left half portion of the passage portion 73 that opens to the mating surface 30La with the right half body 30R is formed in a box-shaped space 77L formed immediately below (shown with brackets).
　すなわち、クランクケース30は、クランク軸31方向に分割された左右分割式クランクケースであり、クランクケース30の左側半体30Ｌおよび右側半体30Ｒの合わせ面30Ｌa、30Ｒaに開口した箱状空間77Ｌ、77Ｒの両開口部を互いに重ねて組み合わせることにより通路部73が構成されたので、オイルを貯留する空間を確保することができ、変速ギヤ53の潤滑を継続的に行うことができる。 That is, the crankcase 30 is a left-right split type crankcase divided in the direction of the crankshaft 31, and a box-shaped space 77L opened on the mating surfaces 30La and 30Ra of the left half 30L and the right half 30R of the crankcase 30; Since the passage portion 73 is configured by combining the openings of 77R so as to overlap each other, a space for storing oil can be secured, and the transmission gear 53 can be continuously lubricated.
　また、通路部73を形成する箱状空間77Ｌ、77Ｒが、クランクケース30に締結部材挿通部76Ｌ、76Ｒを形成する際に形成される膨出部の直下に形成されたので、内燃機関３のコンパクト化に寄与している。 Further, since the box-shaped spaces 77L and 77R forming the passage portion 73 are formed immediately below the bulging portion formed when the fastening member insertion portions 76L and 76R are formed in the crankcase 30, the internal combustion engine 3 Contributes to downsizing.
　そして、本実施形態では、クランクケース30の左側半体30Ｌおよび右側半体30Ｒのうちの一方である右側半体30Ｒにオイル受け部71および磁気センサ収容室75が形成されたので、オイル受け部71および磁気センサ収容室75が形成されない他方のクランクケース30の左半体30Ｌの構造を単純化することができるため、製造コストの低減に寄与するものとなっている。 In this embodiment, since the oil receiving portion 71 and the magnetic sensor housing chamber 75 are formed in the right half 30R which is one of the left half 30L and the right half 30R of the crankcase 30, the oil receiving portion 71 and the structure of the left half 30L of the other crankcase 30 in which the magnetic sensor housing chamber 75 is not formed can be simplified, which contributes to a reduction in manufacturing cost.
　また、図４に示されるように、通路部73は、その上方に開口するオイル導入口72から下方に開口するオイル排出孔74に掛けて下方に傾斜する傾斜面73ａを有しており、傾斜面73ａが形成されたことにより、特にオイルミストの接触面積が増えるので、気液分離作用を促すことができるものとなっている。 Further, as shown in FIG. 4, the passage portion 73 has an inclined surface 73a inclined downward from an oil introduction port 72 opened upward to an oil discharge hole 74 opened downward. The formation of the surface 73a particularly increases the contact area of the oil mist, so that the gas-liquid separation action can be promoted.
　また、図５に示されるように、オイル受け部71から通路部73へ向かうオイル導入口72は、クランク軸31軸方向の一方側となる左方向に指向して形成されるとともに、通路部73から磁気センサ収容室75に向かうオイル排出口74は、クランク軸31軸方向の他方側となる右方向に指向して形成されている。
　そのため、オイル導入口72から通路部73に入ったオイルが、方向を逆転して通路部73からオイル排出口74に出て行くため、迂回路が構成されることになり、ラビリンス効果を奏して、特にオイルミストの移動距離を稼ぐことで気液分離を促すことができるものとなっている。 Further, as shown in FIG. 5, the oil introduction port 72 from the oil receiving portion 71 toward the passage portion 73 is formed so as to be directed to the left direction, which is one side of the crankshaft 31 axial direction, and the passage portion 73. The oil discharge port 74 heading toward the magnetic sensor housing chamber 75 is formed so as to be directed in the right direction, which is the other side of the crankshaft 31 in the axial direction.
Therefore, since the oil that has entered the passage portion 73 from the oil introduction port 72 reverses the direction and exits from the passage portion 73 to the oil discharge port 74, a detour is formed, and a labyrinth effect is achieved. In particular, the gas-liquid separation can be promoted by increasing the moving distance of the oil mist.
　図６は、図４中ＶＩ－ＶＩ矢視による多段変速機５のメイン軸51、カウンタ軸52と複数の変速用ギヤ53の断面図である。
　シフトドラム等からなるチェンジ機構は、公知のものであり、図示省略してある。
　本実施形態の多段変速機５は、メイン軸51と、カウンタ軸52と、プライマリ従動ギヤ54と、多板式の変速クラッチ55を備えた、４段変速機である。 6 is a cross-sectional view of the main shaft 51, the counter shaft 52, and the plurality of transmission gears 53 of the multi-stage transmission 5 as viewed in the direction of arrows VI-VI in FIG.
A change mechanism composed of a shift drum or the like is a well-known one and is not shown.
The multi-stage transmission 5 of the present embodiment is a four-stage transmission that includes a main shaft 51, a counter shaft 52, a primary driven gear 54, and a multi-plate type transmission clutch 55.
　メイン軸51の左端は左側ボールベアリング57Ｌを介してクランクケース30の左立壁35Ｌに、中央部は右側ボールベアリング57Ｒを介してクランクケース30の右立壁35Ｒに、それぞれ回転可能に支持されている。
　メイン軸51の右端側にはプライマリ従動ギヤ54と、変速クラッチ55が備えられる。
　カウンタ軸52の左端側は左側ボールベアリング58Ｌを介してクランクケース30の左立壁35Ｌに、右端側は右側ボールベアリング58Ｒを介してクランクケース30の右立壁35Ｒに、それぞれ回転可能に支持されている。 The left end of the main shaft 51 is rotatably supported by the left standing wall 35L of the crankcase 30 via the left ball bearing 57L, and the center portion is rotatably supported by the right standing wall 35R of the crankcase 30 via the right ball bearing 57R.
A primary driven gear 54 and a transmission clutch 55 are provided on the right end side of the main shaft 51.
The left end side of the counter shaft 52 is rotatably supported by the left standing wall 35L of the crankcase 30 via the left ball bearing 58L and the right end side is rotatably supported by the right standing wall 35R of the crankcase 30 via the right ball bearing 58R. .
　変速クラッチ55はメイン軸51上の右端側に構成されており、プライマリ従動ギヤ54が回転自在に支持されるとともに、プライマリ従動ギヤ54には回転方向を連結されたクラッチアウタ55ａが軸方向の移動を規制されて設けられている。
　プライマリ従動ギヤ54はクランク軸31に設けられる図示しないプライマリ駆動ギヤに常時噛合うギヤであり、クラッチアウタ55ａはプライマリ従動ギヤ54と一体に回転する。 The transmission clutch 55 is configured on the right end side of the main shaft 51, and a primary driven gear 54 is rotatably supported. A clutch outer 55a connected to the primary driven gear 54 in the rotational direction is moved in the axial direction. Is provided to be regulated.
The primary driven gear 54 is a gear that always meshes with a primary drive gear (not shown) provided on the crankshaft 31, and the clutch outer 55a rotates integrally with the primary driven gear 54.
　そして、メイン軸51の右端にはクラッチインナ55ｂ（図５参照）が軸方向の移動を規制されてスプライン嵌合されており、図示しない公知のクラッチ機構により、クラッチアウタ55ａとクラッチインナ55ｂとの断接が行われ、クランク軸31からプライマリ従動ギヤ54に入力された回転動力がメイン軸51に伝達され、メイン軸51が回転する。 A clutch inner 55b (see FIG. 5) is spline fitted to the right end of the main shaft 51 so as to be restricted from moving in the axial direction. The clutch outer 55a and the clutch inner 55b are separated by a known clutch mechanism (not shown). The connection / disconnection is performed, the rotational power input from the crankshaft 31 to the primary driven gear 54 is transmitted to the main shaft 51, and the main shaft 51 rotates.
　メイン軸51とカウンタ軸52には、それぞれ複数の変速用ギヤ53が設けられ、図示していないチェンジ機構の操作によって、１速～４速の変速がなされる。
　カウンタ軸52はこの多段変速機５の出力軸52であり、カウンタ軸52の左端には後輪駆動用の出力スプロケット28が固定され、後輪駆動用の駆動チェーン29が掛け回されている。 The main shaft 51 and the counter shaft 52 are provided with a plurality of speed change gears 53, respectively, and a 1st to 4th speed is changed by operating a change mechanism (not shown).
The counter shaft 52 is an output shaft 52 of the multi-stage transmission 5. An output sprocket 28 for driving rear wheels is fixed to the left end of the counter shaft 52, and a drive chain 29 for driving rear wheels is wound around the counter shaft 52.
　メイン軸51には、複数の変速用ギヤ53として、右側ボールベアリング57Ｒと左側ボールベアリング57Ｌの間で、プライマリ従動ギヤ54側から順に、１速駆動ギヤＭ1ｘ、３速駆動ギヤＭ3ｗ、４速駆動ギヤＭ4ｓ、２速駆動ギヤＭ2ｗが設けられている。
　カウンタ軸52には、複数の変速用ギヤ53として、１速被動ギヤＣ1ｗ、３速被動ギヤＣ3ｓ、４速被動ギヤＣ4ｗ、２速被動ギヤＣ2ｘが、同順に設けてある。
　そして、各速の駆動ギヤと被動ギヤは、それぞれ常時噛み合っている。
　添字ｘは、軸と一体または軸に固定されている空転不可の歯車、添字ｗは、軸上の所定の位置で軸に対して空転可能の歯車、添字ｓは、スプラインによって保持され、空転不可であるが、軸方向摺動可能の歯車である。
　運転者の意思によって図示しないチェンジ機構のシフトフォークＦ1、Ｆ2が軸方向摺動可能歯車（添字ｓ）を駆動して、隣の空転歯車（添字ｗ）にドグクラッチにより係合し、所定の変速がなされる。 The main shaft 51 includes a plurality of speed change gears 53, between the right ball bearing 57R and the left ball bearing 57L, in order from the primary driven gear 54 side, the first speed drive gear M1x, the third speed drive gear M3w, and the fourth speed drive. A gear M4s and a second speed drive gear M2w are provided.
The counter shaft 52 is provided with a first speed driven gear C1w, a third speed driven gear C3s, a fourth speed driven gear C4w, and a second speed driven gear C2x in the same order as a plurality of speed change gears 53.
The driving gear and the driven gear at each speed are always meshed with each other.
The subscript x is a non-freewheeling gear that is integral with or fixed to the shaft, the subscript w is a gear that can idle with respect to the shaft at a predetermined position on the shaft, and the subscript s is held by a spline and cannot be idled. However, it is an axially slidable gear.
The shift forks F1 and F2 of the change mechanism (not shown) drive the axially slidable gear (subscript s) by the driver's intention and engage with the adjacent idle gear (subscript w) by the dog clutch, so that a predetermined speed change is achieved. Made.
　シフトフォークＦ1は、４速駆動ギヤＭ4ｓに係合し、シフトフォークＦ2は、３速被動ギヤＣ3ｓに係合する。
　メイン軸51において、３速駆動ギヤＭ3ｗと４速駆動ギヤＭ4ｓとの間にドグクラッチＤ1、４速駆動ギヤＭ4ｓと２速駆動ギヤＭ2ｗとの間にドグクラッチＤ2が設けられる。
　カウンタ軸52において、１速被動ギヤＣ1ｗと３速被動ギヤＣ3ｓとの間にドグクラッチＤ3、３速被動ギヤＣ3ｓと４速被動ギヤＣ4ｗとの間にドグクラッチＤ4が設けられる。 The shift fork F1 is engaged with the fourth speed drive gear M4s, and the shift fork F2 is engaged with the third speed driven gear C3s.
In the main shaft 51, a dog clutch D1 is provided between the third speed drive gear M3w and the fourth speed drive gear M4s, and a dog clutch D2 is provided between the fourth speed drive gear M4s and the second speed drive gear M2w.
In the counter shaft 52, a dog clutch D3 is provided between the first speed driven gear C1w and the third speed driven gear C3s, and between the third speed driven gear C3s and the fourth speed driven gear C4w.
　図６に図示の状態はニュートラルであり、各ドグクラッチＤ1～Ｄ4は解除されており、１速被動ギヤＣ1ｗは１速駆動ギヤＭ1ｘによっては空転させられ、４速被動ギヤＣ4ｗは４速駆動ギヤＭ4ｓによっては空転させられるだけで、メイン軸51からカウンタ軸52に回転は伝わらない。
　その逆に、３速駆動ギヤＭ3ｗは３速被動ギヤＣ3ｓによっては空転させられ、２速駆動ギヤＭ2ｗは２速被動ギヤＣ2ｘによっては空転させられるだけで、カウンタ軸52からメイン軸51に回転は伝わらない。 The state shown in FIG. 6 is neutral, the dog clutches D1 to D4 are released, the first speed driven gear C1w is idled by the first speed driving gear M1x, and the fourth speed driven gear C4w is the fourth speed driving gear M4s. However, the rotation is not transmitted from the main shaft 51 to the counter shaft 52.
On the contrary, the 3rd speed drive gear M3w is idled by the 3rd speed driven gear C3s, and the 2nd speed drive gear M2w is only idled by the 2nd speed driven gear C2x, and the rotation from the counter shaft 52 to the main shaft 51 is performed. I don't get it.
　シフトフォークＦ2により３速被動ギヤＣ3ｓが右に移動し、ドグクラッチＤ3が係合すると、１速被動ギヤＣ1ｗの回転はドグクラッチＤ3により、３速被動ギヤＣ3ｓを介してカウンタ軸52に伝わり１速が成立する。
　シフトフォークＦ1により４速駆動ギヤＭ4ｓが左に移動し、ドグクラッチＤ2が係合すると、メイン軸51の回転が４速駆動ギヤＭ4ｓを介して、ドグクラッチＤ2により２速駆動ギヤＭ2ｗに伝わり、２速が成立する。
　シフトフォークＦ1により４速駆動ギヤＭ4ｓが右に移動し、ドグクラッチＤ1が係合すると、メイン軸51の回転が４速駆動ギヤＭ4ｓを介して、ドグクラッチＤ1により３速駆動ギヤＭ3ｗに伝わり、３速が成立する。
　シフトフォークＦ2により３速被動ギヤＣ3ｓが左に移動し、ドグクラッチＤ4が係合すると、４速被動ギヤＣ4ｗの回転はドグクラッチＤ4により、３速被動ギヤＣ3ｓを介してカウンタ軸52に伝わり４速が成立する。 When the third speed driven gear C3s is moved to the right by the shift fork F2 and the dog clutch D3 is engaged, the rotation of the first speed driven gear C1w is transmitted to the counter shaft 52 via the third speed driven gear C3s by the dog clutch D3 and the first speed is increased. To establish.
When the 4-speed drive gear M4s is moved to the left by the shift fork F1 and the dog clutch D2 is engaged, the rotation of the main shaft 51 is transmitted to the 2-speed drive gear M2w by the dog clutch D2 via the 4-speed drive gear M4s. Is established.
When the 4-speed drive gear M4s is moved to the right by the shift fork F1 and the dog clutch D1 is engaged, the rotation of the main shaft 51 is transmitted to the 3-speed drive gear M3w by the dog clutch D1 via the 4-speed drive gear M4s. Is established.
When the third speed driven gear C3s is moved to the left by the shift fork F2 and the dog clutch D4 is engaged, the rotation of the fourth speed driven gear C4w is transmitted to the counter shaft 52 via the third speed driven gear C3s by the dog clutch D4 and the fourth speed is increased. To establish.
　図３に示されるように、メイン軸51の上方には車速センサとして用いる磁気センサ８が取付けられるが、図６中に２点鎖線の太矢印で示すように、磁気センサ８は、内燃機関３の複数の変速用ギヤ53の一つであるメイン軸51の３速駆動ギヤＭ3ｗ（本発明における「複数の歯車の一つ」）に対向するようにセンサ部８ａを指向させている。
　磁気センサ８は３速駆動ギヤＭ3ｗの回転を検出するセンサであり、ギヤの歯先が通過するときの磁束変化を電気信号に変換して回転速度を検出するものである。 As shown in FIG. 3, a magnetic sensor 8 used as a vehicle speed sensor is mounted above the main shaft 51. As shown by a two-dot chain line thick arrow in FIG. The sensor portion 8a is oriented so as to face the third speed drive gear M3w (“one of the plurality of gears” in the present invention) of the main shaft 51, which is one of the plurality of transmission gears 53.
The magnetic sensor 8 is a sensor that detects the rotation of the third-speed drive gear M3w, and detects a rotation speed by converting a change in magnetic flux when the gear tip passes through into an electric signal.
　メイン軸51の３速駆動ギヤＭ3ｗは空転歯車であり、メイン軸10と連動していない。
　しかし、３速駆動ギヤＭ3ｗは、出力軸であるカウンタ軸52の空転不可・軸方向摺動可能の３速被動ギヤＣ3ｓに常時噛み合っているので、カウンタ軸52の回転と常時連動回転している。
　カウンタ軸52は、更に、カウンタ軸52に設けられた後輪駆動用の出力スプロケット28と駆動チェーン29と被動スプロケット14ａを介して自動二輪車１の駆動車輪である後輪14に常時連動している。自動二輪車１の後輪14の回転速度は、ほぼ自動二輪車１の対地速度に比例している。したがって、メイン軸51の３速駆動ギヤＭ3ｗの回転速度を基にして自動二輪車１の速度を算出することが可能である。 The third speed drive gear M3w of the main shaft 51 is an idle gear and is not linked to the main shaft 10.
However, since the 3-speed drive gear M3w is always meshed with the 3-speed driven gear C3s that is non-slidable / slidable in the axial direction of the counter shaft 52 that is the output shaft, the 3-speed drive gear M3w always rotates in conjunction with the rotation of the counter shaft 52. .
Further, the counter shaft 52 is always linked to the rear wheel 14 that is the driving wheel of the motorcycle 1 through the output sprocket 28 for driving the rear wheel provided on the counter shaft 52, the drive chain 29, and the driven sprocket 14a. . The rotational speed of the rear wheel 14 of the motorcycle 1 is substantially proportional to the ground speed of the motorcycle 1. Therefore, the speed of the motorcycle 1 can be calculated based on the rotational speed of the third speed drive gear M3w of the main shaft 51.
　すなわち、本実施形態において、内燃機関３は、クランクケース30内に多段変速機５を収容し、多段変速機５はクランク軸31からの回転を受けて回転駆動されるメイン軸51と、メイン軸51と平行に配置され、後輪（本発明における「駆動車輪」）14と連動するカウンタ軸52とを有し、磁気センサ８はそのセンサ部８ａを、カウンタ軸52と常時連動回転する３速駆動ギヤＭ3ｗ（本発明における「歯車」）と対向させている。
　そのため、磁気センサ８を車速センサとして使用するとともに、磁気センサ８が対向する３速駆動ギヤＭ3ｗにオイルを滴下できるため、そこから他の複数の変速ギヤ53にオイルが供給されて、多段変速機５の潤滑油供給構造を簡易に構成することができる。 That is, in the present embodiment, the internal combustion engine 3 houses the multi-stage transmission 5 in the crankcase 30, and the multi-stage transmission 5 receives a rotation from the crankshaft 31 and is driven to rotate. The magnetic sensor 8 has a counter shaft 52 that is arranged in parallel with the rear wheel 51 and interlocks with the rear wheel (“drive wheel” in the present invention) 14. It is opposed to the drive gear M3w (“gear” in the present invention).
Therefore, since the magnetic sensor 8 is used as a vehicle speed sensor and oil can be dripped onto the third speed drive gear M3w opposed to the magnetic sensor 8, the oil is supplied from there to the other plurality of transmission gears 53, and the multi-stage transmission. The lubricating oil supply structure 5 can be easily configured.
　また、磁気センサ８と対向させた３速駆動ギヤＭ3ｗは、カウンタ軸52と常時連動回転し、且つメイン軸51に相対回転可能に軸支されたギヤなので、メイン軸51の回転と関わりなく車速検出が可能であり、クランク軸51と隣接するメイン軸51側の３速駆動ギヤＭ3ｗを検知することで車速検出をすることができ、磁気センサ８および磁気センサ収容孔75の配置による内燃機関３の肥大化が抑制され、ひいては内燃機関３をコンパクトにすることができた。 Further, the third speed driving gear M3w opposed to the magnetic sensor 8 is a gear that always rotates in conjunction with the counter shaft 52 and is pivotally supported by the main shaft 51 so as to be relatively rotatable, so that the vehicle speed is independent of the rotation of the main shaft 51. The vehicle speed can be detected by detecting the third speed drive gear M3w on the main shaft 51 side adjacent to the crankshaft 51, and the internal combustion engine 3 by the arrangement of the magnetic sensor 8 and the magnetic sensor housing hole 75 can be detected. Of the internal combustion engine 3 can be made compact.
　以上、本発明に係る実施形態の内燃機関の潤滑油供給構造につき説明したが、本発明の態様が上記実施形態に限定されず、本発明の要旨の範囲で、多様な態様で実施されるものを含むことは勿論である。
　例えば、本発明の内燃機関は、請求項１の要件を備える内燃機関であればよい。
　また、伝動部材は、実施形態のカムチェーンに限らず、２軸間の回転位相を正確に保つものであれば、コグベルト（歯付きベルト）等、他の手段であってもよい。 As mentioned above, although it demonstrated about the lubricating oil supply structure of the internal combustion engine of embodiment which concerns on this invention, the aspect of this invention is not limited to the said embodiment, What is implemented in various aspects in the range of the summary of this invention. Of course.
For example, the internal combustion engine of the present invention may be an internal combustion engine having the requirements of claim 1.
Further, the transmission member is not limited to the cam chain of the embodiment, and may be other means such as a cog belt (toothed belt) as long as the rotational phase between the two axes is accurately maintained.
　また、上記実施形態では、通路部73をなす左右の箱状空間77Ｌ、77Ｒは、クランクケース30の左側半体30Ｌおよび右側半体30Ｒの上壁70Ｌ、70Ｒの壁面から上方へ膨出して形成された、ケース締結ボルト30ａを挿通させるための締結部材挿通部76Ｌ、76Ｒの直下に形成されたが、締結部材挿通部76Ｌ、76Ｒは他の目的の締結部材挿通部76Ｌ′、76Ｒ′であってもよい。
　図７は、そのような変形例を示すクランクケース30の右側半体30Ｒの左立面断面図である。なお、右側半体30Ｒを示す図７では図示されない左側半体30Ｌの部分は、対応する位置にカギカッコを付して示している。 In the above embodiment, the left and right box-shaped spaces 77L and 77R forming the passage portion 73 are formed by bulging upward from the wall surfaces of the upper and lower walls 70L and 70R of the left half 30L and the right half 30R of the crankcase 30. The fastening member insertion portions 76L and 76R for inserting the case fastening bolt 30a are formed directly under the fastening member insertion portions 76L and 76R for other purposes. May be.
FIG. 7 is a left elevational sectional view of the right half 30R of the crankcase 30 showing such a modification. Note that the left half 30L not shown in FIG. 7 showing the right half 30R is indicated by a bracket in the corresponding position.
　図７に示される変形例においては、クランクケース30の右側半体30Ｒの上壁70Ｒがシリンダブロック32に致る箇所には、ケース締結ボルト30ａを挿通させるための締結部材挿通部76Ｌ、76Ｒに代えて、クランクケース30の左側半体30Ｌおよび右側半体30Ｒの上壁70Ｌ、70Ｒの壁面から上方へ膨出して形成された、内燃機関３を車体フレーム２に搭載するためハンガーボルト３ａを挿通させるための締結部材挿通部76Ｌ′、76Ｒ′が備えられている。
　そして、ハンガーボルト３ａを挿通させるための締結部材挿通部76Ｌ′、76Ｒ′の直下には同様にオイルの通路部73をなす箱状空間77Ｌ、77Ｒが形成されている。 In the modification shown in FIG. 7, the fastening member insertion portions 76 </ b> L and 76 </ b> R for inserting the case fastening bolt 30 a are inserted into the portions where the upper wall 70 </ b> R of the right half 30 </ b> R of the crankcase 30 contacts the cylinder block 32. Instead, a hanger bolt 3a is inserted to mount the internal combustion engine 3 on the vehicle body frame 2, which is formed by bulging upward from the wall surfaces of the upper and lower walls 30L, 70R of the left half 30L and the right half 30R of the crankcase 30. Fastening member insertion portions 76L 'and 76R' are provided.
Box-shaped spaces 77L and 77R that similarly form oil passage portions 73 are formed immediately below the fastening member insertion portions 76L 'and 76R' for inserting the hanger bolt 3a.
　したがって、図７に示される変形例においても、通路部73を形成する箱状空間77Ｌ、77Ｒが、クランクケース30に締結部材挿通部76Ｌ′、76Ｒ′を形成する際に形成される膨出部の直下に形成されたので、内燃機関３のコンパクト化に寄与している。 Therefore, also in the modified example shown in FIG. 7, the box-shaped spaces 77L and 77R forming the passage portion 73 are formed as the bulging portions formed when the fastening member insertion portions 76L ′ and 76R ′ are formed in the crankcase 30. This contributes to making the internal combustion engine 3 more compact.
　なお、本明細書の説明において、各機器の左右の配置は、説明の便宜上、図示のものに特定して記載したが、上記実施形態に図示するものと左右逆となる配置のものであってもよく、本発明に含まれる。 In the description of the present specification, the left and right arrangement of each device has been described specifically for illustration for convenience of explanation, but the arrangement is reversed to the left and right as illustrated in the above embodiment. And is included in the present invention.
　１…自動二輪車、２…車体フレーム、３…内燃機関、３ａ…ハンガーボルト、５…多段変速機、６…動弁機構、８…磁気センサ、８ａ…センサ部、14…後輪（本発明における「駆動車輪」）、14ａ…被動スプロケット、28…出力スプロケット、29…駆動チェーン、30…クランクケース、30ａ…ケース締結ボルト、30Ｌ…左側半体、30Ｌa…右側半体30Ｒとの合わせ面、30Ｒ…右側半体、30Ｒa…左側半体30Ｌとの合わせ面、31…クランク軸、32…シリンダブロック、32ａ…シリンダボア、33…シリンダヘッド、34…シリンダヘッドカバー、36…燃焼室、37ｉ…吸気弁、37ｅ…排気弁、38…クランク室、45…吸気管、48…排気管、50…ミッション室、51…メイン軸、52…カウンタ軸、53…複数の変速用ギヤ（本発明における「複数の歯車」）、54…プライマリ従動ギヤ、55…変速クラッチ、60…カムチェーン室（本発明における「伝動部材収容室」）、61…カムチェーン（本発明における「伝動部材」）、62…カムチェーン駆動スプロケット、63…カムシャフト、64…カムチェーン従動スプロケット、70Ｌ…上壁、70Ｒ…上壁、71…オイル受け部、72…オイル導入口、73…通路部、73ａ…傾斜面、74…オイル排出口、75…磁気センサ収容室、76Ｌ…締結部材挿通部、76Ｒ…締結部材挿通部、77Ｌ…箱状空間、77Ｒ…箱状空間、Ｍ3ｗ…３速駆動ギヤ（本発明における「複数の歯車の一つ」、「歯車」） DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 2 ... Body frame, 3 ... Internal combustion engine, 3a ... Hanger bolt, 5 ... Multi-stage transmission, 6 ... Valve mechanism, 8 ... Magnetic sensor, 8a ... Sensor part, 14 ... Rear wheel (in this invention) "Drive wheel"), 14a ... driven sprocket, 28 ... output sprocket, 29 ... drive chain, 30 ... crankcase, 30a ... case fastening bolt, 30L ... left half, 30La ... mating surface with right half 30R, 30R ... right half, 30Ra ... mating surface with left half 30L, 31 ... crankshaft, 32 ... cylinder block, 32a ... cylinder bore, 33 ... cylinder head, 34 ... cylinder head cover, 36 ... combustion chamber, 37i ... intake valve, 37e ... Exhaust valve, 38 ... Crank chamber, 45 ... Intake pipe, 48 ... Exhaust pipe, 50 ... Mission chamber, 51 ... Main shaft, 52 ... Counter shaft, 53 ... Multiple gears ("multiple gears in the present invention" ”, 54… Primary driven gear 55 ... transmission clutch, 60 ... cam chain chamber ("transmission member accommodation chamber" in the present invention), 61 ... cam chain ("transmission member" in the present invention), 62 ... cam chain drive sprocket, 63 ... camshaft, 64 ... Cam chain driven sprocket, 70L ... Upper wall, 70R ... Upper wall, 71 ... Oil receiving part, 72 ... Oil inlet, 73 ... Passage part, 73a ... Inclined surface, 74 ... Oil outlet, 75 ... Magnetic sensor housing Chamber, 76L ... Fastening member insertion portion, 76R ... Fastening member insertion portion, 77L ... Box-shaped space, 77R ... Box-shaped space, M3w ... Three-speed drive gear ("one of a plurality of gears", "gear" in the present invention) )

Claims (9)

  1. 　クランク軸(31)を収容するクランク室(38)を構成するクランクケース(30)と、同クランクケース(30)に収容された複数の歯車(53)と、燃焼室(36)が形成されたシリンダヘッド(33)と、前記クランク軸(31)の回転と連動して前記燃焼室(36)の吸気弁(37ｉ)および排気弁(37ｅ)の開閉操作を行う動弁機構(6)とを有し、
    　動弁機構(６)を駆動する伝動部材(61)を収容する空間をなす伝動部材収容室(60)が形成された内燃機関(３)であって、
    　前記伝動部材収容室(60)内に形成されたオイル受け部(71)に開口するオイル導入口(72)が、前記クランクケース(30)の上壁(70Ｒ)内に通じて形成され、
    　前記内燃機関(３)の前記複数の歯車(53)の一つ(Ｍ3ｗ)に対向するようにセンサ部(８ａ)を指向させて同歯車(Ｍ3ｗ)の回転を検出する磁気センサ(８)を収容する磁気センサ収容室(75)が、前記クランクケース(30)内に向け開口して前記クランクケース(30)の上壁(70Ｒ)に形成された内燃機関(３)の潤滑油供給構造において、
    　前記オイル受け部(71)から前記磁気センサ収容室(75)まで致る通路部(73)が、前記オイル導入口(72)と連通して前記クランクケース(30)の上壁(70Ｒ,70Ｌ)内に形成され、前記磁気センサ収容室(75)にはその径方向内側に向けて開口するオイル排出口(74)が形成されて前記通路部(73)と連通することを特徴とする内燃機関の潤滑油供給構造。     A crankcase (30) constituting a crank chamber (38) for accommodating the crankshaft (31), a plurality of gears (53) accommodated in the crankcase (30), and a combustion chamber (36) were formed. A cylinder head (33) and a valve mechanism (6) for opening and closing the intake valve (37i) and the exhaust valve (37e) of the combustion chamber (36) in conjunction with the rotation of the crankshaft (31). Have
    An internal combustion engine (3) in which a transmission member accommodating chamber (60) that forms a space for accommodating a transmission member (61) for driving a valve mechanism (6) is formed,
    An oil introduction port (72) that opens to an oil receiving portion (71) formed in the transmission member accommodating chamber (60) is formed to communicate with the upper wall (70R) of the crankcase (30),
    A magnetic sensor (8) for detecting the rotation of the gear (M3w) by directing the sensor portion (8a) so as to face one (M3w) of the plurality of gears (53) of the internal combustion engine (3). In the lubricating oil supply structure of the internal combustion engine (3), the magnetic sensor housing chamber (75) for housing is formed in the upper wall (70R) of the crankcase (30) so as to open into the crankcase (30). ,
    A passage portion (73) that extends from the oil receiving portion (71) to the magnetic sensor housing chamber (75) communicates with the oil introduction port (72), and the upper wall (70R, 70L) of the crankcase (30). ), And the magnetic sensor housing chamber (75) is formed with an oil discharge port (74) that opens inward in the radial direction, and communicates with the passage portion (73). Engine oil supply structure.
  2. 　前記オイル排出口(74)は前記オイル受け部(71)よりも鉛直方向下方に形成されたことを特徴とする請求項１に記載の内燃機関の潤滑油供給構造。 The lubricating oil supply structure for an internal combustion engine according to claim 1, wherein the oil discharge port (74) is formed vertically below the oil receiving portion (71).
  3. 　前記通路部(73)は、前記オイル導入口(72)から前記オイル排出口(74)に掛けて下方に傾斜する傾斜面(73ａ)を有することを特徴とする請求項１または請求項２に記載の内燃機関の潤滑油供給構造。 The said passage part (73) has the inclined surface (73a) which inclines below from the said oil inlet (72) to the said oil outlet (74), The Claim 1 or Claim 2 characterized by the above-mentioned. A lubricating oil supply structure for an internal combustion engine as described.
  4. 　前記オイル受け部(71)から前記通路部(73)へ向かう前記オイル導入口(72)は、クランク軸(31)軸方向の一方側に指向して形成されるとともに、前記通路部(73)から前記磁気センサ収容室(75)に向かう前記オイル排出口(74)は、クランク軸(31)軸方向の他方側に指向して形成されたことを特徴とする請求項１ないし請求項３のいずれか一項に記載の内燃機関の潤滑油供給構造。 The oil inlet (72) from the oil receiving portion (71) toward the passage portion (73) is formed so as to be directed to one side in the axial direction of the crankshaft (31), and the passage portion (73) 4. The oil discharge port (74) from the first to the magnetic sensor housing chamber (75) is formed so as to be directed to the other side in the axial direction of the crankshaft (31). The lubricating oil supply structure for an internal combustion engine according to any one of the preceding claims.
  5. 　前記クランクケース(30)は、クランク軸(31)軸方向において分割された左右分割式クランクケースであり、前記クランクケース(30)の左側半体(30Ｌ)および右側半体(30Ｒ)の合わせ面(30Ｌa,30Ｒa)に開口した箱状空間(77Ｌ,77Ｒ)の両開口部を互いに重ねることにより前記通路部(73)が構成されたことを特徴とする請求項１ないし請求項４のいずれか一項に記載の内燃機関の潤滑油供給構造。 The crankcase (30) is a left / right split crankcase divided in the axial direction of the crankshaft (31), and the mating surfaces of the left half (30L) and right half (30R) of the crankcase (30) 5. The passage portion (73) is formed by overlapping both openings of a box-shaped space (77 L, 77 R) opened to (30 La, 30 Ra). The lubricating oil supply structure for an internal combustion engine according to one item.
  6. 　前記クランクケース(30)は、クランク軸(31)軸方向において分割された左右分割式クランクケースであり、前記クランクケース(30)の左側半体(30Ｌ)および右側半体(30Ｒ)のうちの一方に前記オイル受け部(71)および前記磁気センサ収容室(75)が形成されたことを特徴とする請求項１ないし請求項５のいずれか一項に記載の内燃機関の潤滑油供給構造。 The crankcase (30) is a left / right split crankcase divided in the axial direction of the crankshaft (31), and is included in the left half (30L) and the right half (30R) of the crankcase (30). The lubricating oil supply structure for an internal combustion engine according to any one of claims 1 to 5, wherein the oil receiving portion (71) and the magnetic sensor housing chamber (75) are formed on one side.
  7. 　前記クランクケース(30)の左側半体(30Ｌ)および右側半体(30Ｒ)の上壁(70Ｌ,7０Ｒ)の壁面から上方へ膨出して形成された締結部材挿通部(76Ｌ,76Ｒ)の直下に前記箱状空間(77Ｌ,77Ｒ)が形成されたことを特徴とする請求項５または請求項６に記載の内燃機関の潤滑油供給構造。 Directly below the fastening member insertion portion (76L, 76R) formed by bulging upward from the wall surface of the upper wall (70L, 70R) of the left half (30L) and right half (30R) of the crankcase (30) The lubricating oil supply structure for an internal combustion engine according to claim 5 or 6, wherein the box-shaped space (77L, 77R) is formed in the internal combustion engine.
  8. 　前記内燃機関(３)は、前記クランクケース(30)内に多段変速機(５)を収容し、同多段変速機(５)は前記クランク軸(31)からの回転を受けて回転駆動されるメイン軸(51)と、前記メイン軸(51)と平行に配置され、駆動車輪(14)と連動するカウンタ軸(52)とを有し、前記磁気センサ(８)のセンサ部(８ａ)と対向された前記歯車(Ｍ3ｗ)は、前記カウンタ軸(52)と常時連動回転する歯車であることを特徴とする請求項１ないし請求項７のいずれか一項に記載の内燃機関の潤滑油供給構造。 The internal combustion engine (3) houses a multi-stage transmission (5) in the crankcase (30), and the multi-stage transmission (5) is rotationally driven in response to rotation from the crankshaft (31). A main shaft (51) and a counter shaft (52) arranged in parallel with the main shaft (51) and interlocking with the drive wheel (14); and a sensor section (8a) of the magnetic sensor (8); The lubricating oil supply for an internal combustion engine according to any one of claims 1 to 7, wherein the gear (M3w) opposed to the counter shaft (52) is a gear that always rotates in conjunction with the counter shaft (52). Construction.
  9. 　前記磁気センサ(８)のセンサ部(８ａ)と対向された前記歯車(Ｍ3ｗ)は、前記メイン軸(51)に相対回転可能に軸支された歯車であることを特徴とする請求項８に記載の内燃機関の潤滑油供給構造。 The gear (M3w) opposed to the sensor portion (8a) of the magnetic sensor (8) is a gear rotatably supported on the main shaft (51) so as to be relatively rotatable. A lubricating oil supply structure for an internal combustion engine as described.
PCT/JP2015/058812 2015-03-24 2015-03-24 Lubricating oil supply structure for internal combustion engine WO2016151742A1 (en)

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CN113931740A (en) * 2020-07-13 2022-01-14 发动机引擎解决方案知识产权股份有限公司 System and method for crankcase pressure sensor
CN113931740B (en) * 2020-07-13 2024-01-19 发动机引擎解决方案知识产权股份有限公司 System and method for crankcase pressure sensor

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