Pump drive structure of water-cooled internal combustion engine

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority under 35 USC 119 to Japanese Patent Application No. 2006-246097 filed on Sep. 11, 2006 the entire contents of which are hereby incorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a pump drive structure of a water pump and an oil pump in a water-cooled internal combustion engine.

2. Description of Background Art

A coaxial arrangement of the drive shafts of a water pump and an oil pump in a water-cooled internal combustion engine is generally employed, for example, as set forth in JP-A-2001-280111.

The water-cooled internal combustion engine described in JP-A-2001-280111 is mounted laterally to a motorcycle with a crankshaft thereof oriented in the lateral width thereof.

A pair of balancer shafts are arranged above and below the crankshaft with a pump drive shaft being arranged further below the lower balancer shaft. In addition, a water pump is provided with the left end of the pump drive shaft serving as a water pump drive shaft and an oil pump is provided with the right end thereof serving as an oil pump drive shaft.

Power is transmitted from the crankshaft to the balancer shafts via a gear mechanism with a chain transmission mechanism being provided between the lower balancer shaft and the pump drive shaft so that power is transmitted from the lower balancer shaft to the pump drive shaft.

The drive shafts of the water pump and the oil pump are coaxial, but are spaced apart separately from the balancer shafts. Thus, the number of shafts in the internal combustion engine is large. In addition, since the chain transmission mechanism is required between the balancer shafts and the pump drive shafts, the internal combustion engine is upsized.

SUMMARY AND OBJECTS OF THE INVENTION

In view of such problems, it is an object of an embodiment of the present invention to provide a pump drive structure of a water-cooled internal combustion engine in which the number of revolving shafts arranged in parallel to each other is reduced. Thus, a power transmission mechanism is eliminated in the internal combustion engine, so that the internal combustion engine is downsized.

In order to achieve an object of an embodiment of the present invention described above, a pump drive structure of a water-cooled internal combustion engine is provided in which a balancer shaft is arranged in parallel with a crankshaft at a position where crank webs of the crankshaft and balancer weights are overlapped in the axial view. An oil pump drive shaft of an oil pump is connected coaxially at one end of the balancer shaft with a water pump drive shaft of a water pump being connected coaxially with the other end of the balancer shaft.

In the pump drive structure of a water-cooled internal combustion engine according to an embodiment of the present invention the internal combustion engine is vertically mounted on a vehicle with the crankshaft oriented in the fore-and-aft direction. A radiator is arranged forwardly of the internal combustion engine with the water pump drive shaft being connected to the front end of the balancer shaft. In addition, the oil pump drive shaft is connected to the rear end of the balancer shaft.

In the pump drive structure of a water-cooled internal combustion engine according to an embodiment of the present invention an oil strainer is arranged at the rear of an oil pan provided at the bottom of the internal combustion engine, and oil channels are formed intensively at the rear of crankcase.

In the pump drive structure in a water-cooled internal combustion engine according to an embodiment of the present invention, since the oil pump drive shaft is connected to one end of the balancer shaft and the water pump drive shaft is coaxially connected to the other end, three shafts are formed to be coaxial. Thus, the number of revolving shafts arranged in parallel to the crankshaft and apart from each other may be reduced. In addition, since a complex power transmission mechanism is not required between the revolving shafts, the internal combustion engine may be downsized.

Since the balancer shaft is arranged at a position where the crank webs of the crankshaft and the balancer weights are overlapped in the axial view, the internal combustion engine may further be downsized by an extent corresponding to the extent that the balancer shaft gets close to the crankshaft.

In the pump drive structure of a water-cooled internal combustion engine according to an embodiment of the present invention, the radiator is arranged forwardly of the internal combustion engine mounted on the vehicle vertically with the crankshaft oriented in the fore-and-aft direction. In addition, the water pump drive shaft is connected to the front end of the balancer shaft oriented in the fore-and-aft direction and the oil pump drive shaft is connected to the rear end thereof, so that the water pump and the radiator may be positioned closer. Thus, the water piping may be shortened.

Therefore, the total amount of water is reduced, and a weight reduction of the vehicle body is achieved.

Since the oil pump is arranged at the rear, the oil exhaustion or the air interfusion when climbing a slope may be prevented.

According to the pump drive structure of a water-cooled internal combustion engine according to an embodiment of the present invention, the oil strainer is disposed at the rear of the oil pan, and the oil channels are formed intensively in the rear of the crankcase. Therefore, the lengths of the oil channels may be shortened, and the total amount of oil is reduced, and the weight reduction of the vehicle body is achieved. At the same time, the oil exhaustion or the air interfusion when climbing a slope may be prevented.

Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from the detailed description given hereinbelow and the accompanying drawings which are given by way of illustration only, and thus are not limitative of the present invention, and wherein:

FIG. 1 is a side view of a rough-terrain traveling vehicle in which a power unit according to an embodiment of the present invention is mounted with a vehicle body cover or the like removed;

FIG. 2 is a plan view of the same;

FIG. 3 is a rear view of the power unit;

FIG. 4 is a developed cross-sectional view of the power unit (taken along the line IV-IV in FIG. 3);

FIG. 5 is a cross-sectional view of the power unit (taken along the lines V-V and V′-V′ in FIG. 3);

FIG. 6 is a rear view of a spacer;

FIG. 7 is a front view of the spacer;

FIG. 8 is a rear view of a partitioning plate;

FIG. 9 is a front view of the partitioning plate;

FIG. 10 is a rear (back) view of a scavenge pump body;

FIG. 11 is a developed cross-sectional view of an oil pump unit and the periphery thereof (taken along the line XI-XI in FIG. 14);

FIG. 12 is a partially developed cross-sectional view of the oil pump unit;

FIG. 13 is a front (rear) view of a rear case cover; and

FIG. 14 is a rear view showing a principal portion of a lubrication system of the power unit.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring now to FIG. 1 to FIG. 14, an embodiment of the present invention will be described.

A side view of a rough-terrain traveling vehicle 1 is illustrated in a state wherein a vehicle body cover is removed. A water-cooled internal combustion engine E according to this embodiment is mounted is illustrated in FIG. 1 with a plan view of the same shown in FIG. 2.

In this embodiment, the front, rear, left and right are defined on the basis of a direction as viewed in the direction of travel of the vehicle.

The rough-terrain traveling vehicle 1 is a saddle type four-wheel vehicle with a pair of left and right front wheels FW with low-pressure balloon tires for rough-terrain being mounted thereon. A pair of left and right rear wheels RW are provided on which the same type of balloon tires are mounted to be suspended in the front and rear of a vehicle body frame 2.

The vehicle body frame 2 is configured with a plurality of types of wheel material joined together, and includes a center frame portion 3 in which a power unit P having the internal combustion engine E and a transmission T provided integrally in a crankcase 31 is mounted. A front frame 4 is connected to the front portion of the center frame portion 3 for suspending the front wheels FW. A rear frame portion 5 is connected to the rear portion of the center frame portion 3 and includes a seat rail 6 for supporting a seat 7.

The center frame portion 3 includes a pair of left and right upper pipes 3a and a pair of left and right lower pipes 3b. The upper pipes 3a each substantially form three sides by being bent downwardly at the front and rear thereof. The lower pipes 3b each substantially forming one side to form substantially a rectangular shape in a side view with the left and right pipes being connected by a cross member.

Swing arms 9 include front ends that are rotatably supported via a shaft to be swingably by pivot plates 8 fixed to portions of the lower pipes 3b extending obliquely upwardly at the rear end thereof. Rear shock absorbers 10 are provided between the rear portion of the swing arms 9 and the rear frame portion 5 with the rear wheels RW being suspended by rear final reduction gear units 19 provided at the rear ends of the swing arms 9.

A steering column 11 is supported at the lateral center of the cross member extending between the front end portions of the left and right upper pipes 3a with a steering handle 13 being connected to the upper end portion of a steering shaft 12 steerably supported by the steering column 11. The lower end portion of the steering shaft 12 is connected to a front wheel steering mechanism 14.

The internal combustion engine E of the power unit P is a water-cooled two-cylinder internal combustion engine that is mounted to the center frame portion 3 with a crankshaft 30 oriented in the fore-and-aft direction of a vehicle body, that is, in a so-called vertical posture.

The transmission T of the power unit P is arranged on the left-hand side of the internal combustion engine E with an output shaft 80 oriented in the fore-and-aft direction projecting toward the front and rear from the transmission T at a position which is displaced toward the left, so that a rotational force of the output shaft 80 is transmitted from the front end of the output shaft 80 to the left and right front wheels FW via a front drive shaft 16 and a front final reduction gear unit 17, and is transmitted from the rear end thereof to the left and right rear wheels RW via rear drive shafts 18 and the rear final reduction gear units 19.

A radiator 27 is supported in the front frame portion 4 of the vehicle body frame 2 with an oil cooler 28 being disposed in front thereof.

Referring to FIG. 3, which is a rear view of the power unit P, the crankcase 31 contains the internal combustion engine E and the transmission T of the power unit P in the interior thereof and has a vertically divided structure divided into upper and lower halves. More specifically, an upper crankcase 31U and a lower crankcase 31L, are arranged along a plane including the crankshaft 30.

A cylinder block portion 32, formed integrally with the upper crankcase 31U at the upper portion thereof with two cylinder bores 32c arranged in series, are formed so as to incline slightly toward the left and extend upwardly. A cylinder head 33 is placed on the top of the cylinder block portion 32, and the cylinder head 33 is covered with a cylinder head cover 34.

On the other hand, an oil pan 35 is attached to the bottom of the lower crankcase 31L.

Curved air-intake pipes 20 extending substantially upwardly from a right wall of the cylinder head 33 are connected to an air cleaner 22 arranged above the internal combustion engine E with the intermediary of a throttle body 21. A curved exhaust pipe 23, extending rearwardly from a left wall of the cylinder head 33, is connected to an exhaust muffler 24 attached on the left-hand side of the rear frame portion 5.

Referring to FIGS. 3 and 4, pistons 40 are fitted to the two cylinder bores 32c of the cylinder block portion 32 so as to be capable of sliding reciprocation. Crank pins 30p are provided between crank webs 30w, 30w of the crankshaft 30 and piston pins 40p of the pistons 40 and are connected by connecting rods 41 for configuring a crank mechanism.

In the cylinder head 33, each cylinder bore 32c includes a combustion chamber 42 opposing the pistons 40 with an air-intake port 43 opening into the combustion chamber 42 and extending to the right and upward so as to be opened and closed by a pair of air-intake valves 45. Exhaust ports 44 extend forwardly so as to be opened and closed by a pair of exhaust valves 46. Ignition plugs 47 are mounted thereto so as to be exposed into the combustion chamber 42.

The air-intake pipes 20 are connected to the air-intake ports 43.

The upper ends of the air-intake valves 45 come into abutment with air-intake cam robs 48i of a camshaft 48, which is rotatably supported by the cylinder head 33 via a shaft. One end of a rocker arm 50 is rotatably supported by a rocker arm shaft 49 via a shaft comes into abutment with exhaust cam robs 48e of the camshaft 48, and the upper ends of the exhaust valves 46 come into abutment with the other ends of the rocker arms 50.

Therefore, the air-intake valves 45 and the exhaust valves 46 open and close the air-intake ports 43 and the exhaust ports 44 synchronously with the rotation of the crankshaft 30 by the camshaft 48 at a predetermined timing.

In order to do so, the camshaft 48 is fitted with a cam sprocket 48s at the rear portion thereof, and a timing chain 51 is wound between a drive sprocket 30s fitted to the portion of the crankshaft 30 near the rear end portion thereof and the cam sprocket 48s (see FIG. 4), so that the camshaft 48 is driven to rotate at half a revolving speed of the crankshaft 30.

The crankshaft 30 is rotatably supported by being clamped between the upper crankcase 31U and the lower crankcase 31L via a plane bearing 52 and, as shown in FIG. 4, the rear portion of the crankshaft 30 projecting rearwardly from a crank chamber is formed with the drive sprocket 30s, and a primary drive gear 56a is provided on further rear ends thereof via a fluid coupling 55 as a fluid joint.

The fluid coupling 55 includes a pump impeller 55p fixed to the crankshaft 30, a turbine runner 55t opposed thereto, and a stator 53s.

The primary drive gear 56a is joined with the turbine runner 55t which is rotatable with respect to the crankshaft 30. Power from the crankshaft 30 is transmitted to the primary drive gear 56a via hydraulic oil.

The primary drive gear 56a meshes with a primary driven gear 56b which is rotatably supported by a main shaft 61, described later, and transmits the rotation of the crankshaft 30 to the main shaft 61 side.

On the other hand, a starting driven gear 59 is supported by the front side portion of the crankshaft 30 projecting forward from a crank chamber C via an AC generator 57 and a one way clutch 58.

A balancer shaft drive gear 54 is fitted to a portion of the crankshaft 30 extending along the inner surface of the front wall of the crank chamber C.

A transmission chamber M is defined by being partitioned by a partitioning wall in the left side of the crank chamber C that accommodates the crank webs 30w of the crankshaft 30.

A transmission gear mechanism 60 accommodated in the transmission chamber M is a constantly engaging gear mechanism, in which the main shaft 61 is supported by the upper crankcase 31U at a position to the left and obliquely upwardly of the crankshaft 30. A counter shaft 71 is supported on a partitioning plane by being sandwiched between the upper and lower crankcases 31U, 31L at a position to the left and obliquely downwardly of the main shaft 61 (see FIG. 3).

The main shaft 61 includes an inner cylinder 61i and an outer cylinder 61o which rotatably fits on part of the inner cylinder 61i. The front end of the inner cylinder 61i is rotatably supported by a bearing recess 62 formed on a front wall 31f of the transmission chamber M of the upper crankcase 31U with the intermediary of a bearing 62b with the outer cylinder 61o being fitted on the inner cylinder 61i substantially at a central position on the rear side so as to be capable of relative rotation. A part of the outer cylinder 61o is rotatably supported by a bearing opening 63 formed on a rear wall 31r of the transmission chamber M with the intermediary of a bearing 63b and is supported together with the inner cylinder 61i.

The outer cylinder 61o is integrally formed with a second transmission drive gear m2 and a fourth transmission drive gear m4 at the front and back respectively on a portion inside the bearing 63b and the outer portion projects partly outwardly from the bearing 63b.

On the inner cylinder 61i, a first transmission drive idle gear m1, a fifth transmission drive gear m5 formed integrally with a shifter and spline-fitted to the inner cylinder 61i and a third transmission drive idle gear m3 are supported in sequence from the front on the front side of the second and fourth transmission drive gears m2 and m4 on the outer cylinder 61o. The outer portion of the inner cylinder 61i projects further rearwardly from the outer portion of the outer cylinder 61o.

The bearing recess 62 formed on the front wall 31f is formed to have a small inner diameter for supporting the front end of the inner cylinder 61i having a small diameter, while the bearing opening 63 formed on the rear wall 31r is formed to have an inner diameter smaller than the fifth transmission drive gear m5 having the largest diameter and larger than the diameter of the fourth transmission drive gear m4, and is used for assembling work of the main shaft 61.

An input sleeve 65 is rotatably fitted on the outer portion of the inner cylinder 61i in juxtaposition with the outer cylinder 61o, and the primary driven gear 56b is fitted at the center of the input sleeve 65, so that the primary driven gear 56b meshes with the primary drive gear 56a on the side of the crankshaft 30.

A first transmission clutch 66 is assembled to the input sleeve 65 at a position rearwardly of the primary driven gear 56b, and a second transmission clutch 67 is assembled thereto at a position forwardly of the primary driven gear 56b.

A pair of the first transmission clutch 66 and the second transmission clutch 67 are hydraulic multiple disk clutches having the same structure.

The first transmission clutch 66 includes a cup-shaped clutch outer 66o opening rearwardly and integrally fitted to the input sleeve 65. A clutch inner 66i is integrally fitted to the internal cylinder 61i.

On the other hand, the second transmission clutch 67 includes a cup-shaped clutch outer 67o opening forwardly and integrally fitted to the input sleeve 65 and a clutch inner 67i integrally fitted to the outer portion of the outer cylinder 61o.

When hydraulic pressure is supplied to the first transmission clutch 66 and hence the clutch outer 66o and the clutch inner 66i are connected, the rotation of the input sleeve 65 which is integral with the primary driven gear 56b is transmitted to the rotation of the second and fourth transmission drive gears m2, m4 of the outer cylinder 61o, and when hydraulic pressure is not supplied, the clutch outer 66o and the clutch inner 66i are disconnected and the rotation is not transmitted to the second and fourth transmission drive gears m2 and m4 of the outer cylinder 61o.

In the same manner, when the hydraulic pressure is supplied to the second transmission clutch 67 and thus the clutch outer 67o and the clutch inner 67i are connected, the rotation of the input sleeve 65 which is integral with the primary driven gear 56b is transmitted to the inner cylinder 61i. Thus, the fifth transmission drive gear m5 spline-fitted to the inner cylinder 61i is rotated, and when the hydraulic pressure is not supplied, the clutch outer 67o and the clutch inner 67i are disconnected. Thus, the rotation is not transmitted to the fifth transmission drive gear m5 on the inner cylinder 61i.

The counter shaft 71 supported on a partitioning plane by being sandwiched between the upper and lower crankcases 31U, 31L at a position leftward and obliquely downward of the main shaft 61 as described above is rotatably supported at the front portion by a bearing opening 72 formed on the front wall 31f of the transmission chamber M via a bearing 72b, and is rotatably supported at the rear end thereof by a bearing recess 73 formed on the rear wall 31r of the transmission chamber M via a bearing 73b.

A first transmission driven gear n1, a fifth transmission driven idle gear n5, a third transmission driven gear n3 formed integrally with the shifter and spline-fitted to the counter shaft 71, a reverse idle gear nR, a second transmission driven idle gear n2, a shifter nS, a fourth transmission driven idle gear n4 are arranged and supported rotatably by the counter shaft 71 via a shaft in sequence from the front in the transmission chamber M.

The first, second and fourth transmission driven gears n1, n2, and n4 constantly mesh with the first, second and fourth transmission drive gears m1, m2 and m4 on the main shaft 61.

The third transmission drive idle gear m3 and the third transmission driven gear n3, and the fifth transmission drive gear m5 and the fifth transmission driven idle gear n5 may be meshed by shifting the shifter.

A reverse idle shaft 70 is disposed at a position above the counter shaft 71 (see FIG. 3 and FIG. 4), a reverse large diameter gear r1 and a reverse small diameter gear r2 are supported by the reverse idle shaft 70 so as to rotate integrally, the reverse large diameter gear r1 meshes with the second transmission drive gear m2 on the main shaft 61, and the reverse small diameter gear r2 meshes with the reverse gear nR on the counter shaft 71.

The fifth transmission drive gear m5 on the main shaft 61 and the third transmission driven gear n3 on the counter shaft 71 are shifter gears, and shifting of the respective transmission speeds is performed in association with control of the first transmission clutch 66 and the second transmission clutch 67 by the two shifter gears and the shifter nS on the counter shaft 71 being shifted in the axial direction by a transmission drive mechanism.

The front end of the counter shaft 71 projects forwardly from the bearing 72b, and an output gear 74 is spline-fitted to the front end.

The output shaft 80 is disposed downwardly and obliquely to the right of the counter shaft 71 (see FIG. 3), and a driven gear 75 spline-fitted to the front portion of the output shaft 80 meshes with the output gear 74 at the front end of the counter shaft 71, so that a power is transmitted from the counter shaft 71 to the output shaft 80.

Since a load larger than the meshing between the output shaft 80 and the driven gear 75 is applied to the output gear 74 at the front end of the counter shaft 71, the bearing 72b for rotatably supporting the front portion of the counter shaft 71, which is employed here, is relatively large.

Therefore, the inner diameter of the bearing opening 72 for fitting the bearing 72b of the front wall 31f is also large. However, since the bearing recess 62 of the adjacent main shaft 61 is small as descried before, the strength of the front wall 31f of the crankcase 31 around the output gear 74 may be maintained at a high level.

A front case cover 85 covers the upper and lower crankcases 31U, 31L configured to be divided into upper and lower halves so as to extend across the partitioning plane on the front surface from which the counter shaft 71 and the output shaft 80 projects, and a rear case cover 150 covers the upper and lower crankcase 31U, 31L so as to extend across the partitioning plane on the rear surface and cover the fluid coupling 55 at the rear end of the crankshaft 30. In addition, the first and second transmission clutches 66 and 67 at the rear ends of the main shaft 61 via a spacer 110 also serve partly as a case cover.

The output shaft 80 is configured with a front end borne portion 81 and a rear end borne portion 82 which are formed by casting and are connected by a hollow cylindrical member 83. The front end borne portion 81 is rotatably supported by a bearing opening 86 formed on the front case cover 85 via a bearing 86b with the front end projecting forwardly. The rear end borne portion 82 is rotatably supported by a bearing opening 111 formed on the spacer 110 via a bearing 111b with the rear end projecting rearwardly.

In other words, the output shaft 80 is rotatably supported by the front case cover 85 and the spacer 110 with the front end borne portion 81 and the rear end borne portion 82 projecting from the front and rear, respectively.

The driven gear 75 is spline-fitted to the front end borne portion 81 adjacently inside a bearing 85b.

Therefore, the output gear 74 at the front end of the counter shaft 71 meshes with the driven gear 75 spline-fitted to the front end borne portion 81 of the output shaft 80, so that a power is transmitted from the counter shaft 71 to the output shaft 80.

Since the output shaft 80 is configured with the front end borne portion 81 and the rear end borne portion 82 which are formed by casting and connected by the hollow cylindrical member 83, the weight of the output shaft 80 may be reduced. Thus, a casting apparatus may be downsized in comparison with the case of casting and molding the entire output shaft as in the related art.

On the other hand, a balancer shaft 90 is rotatably supported by being sandwiched on the partitioning plane between the upper and lower crankcases 31U and 31L at a position rightwardly of the crankshaft 30 (see FIG. 3).

Referring now to FIG. 5, the balancer shaft 90 is rotatably supported at the front end and the rear end thereof by bearing openings 91 and 92 formed on the front wall and the rear wall of the upper and lower crankcases 31U and 31L via bearings 91b and 92b, respectively.

The balancer shaft 90 is arranged at a position as close as possible to the crankshaft 30. As shown in FIG. 5, balancer weights 90W of the balancer shaft 90 are overlapped with (counter weights of) crank webs 30w of the crankshaft 30 in the direction of the crankshaft (fore-and-aft direction).

A driven gear 93 is spline-fitted to the bearing 91b fitted at the front end of the balancer shaft 90 adjacently inside the bearing 91b, and the driven gear 93 meshes with the balancer shaft drive gear 54 fitted to the crankshaft 30 so that the rotation of the crankshaft 30 is transmitted to the balancer shaft 90 at the same revolving speed.

Therefore, primary vibrations caused by the reciprocal motion of the pistons 40 are cancelled by the rotation at the same speed as the crankshaft 30 of the balancer shaft 90.

A water pump 95 provided on a front cover member 87 for covering the AC generator 57 or the like from the front is provided forwardly of the balancer shaft 90 with a water pump drive shaft 96 rotatably supported by a bearing cylinder 87a of the front cover member 87 being arranged coaxially with the balancer shaft 90.

A connecting projection 90f projecting forward from the front end of the balancer shaft 90 and a connecting recess 96a formed at the rear end of the water pump drive shaft 96 are fitted so that the rotation of the balancer shaft 90 is transmitted to the water pump drive shaft 96 to drive the water pump 95.

The front side of the water pump 95 is covered with a water pump cover 97 provided with an intake cylinder 97a.

The intake cylinder 97a of the water pump cover 97 is connected by the radiator 27 and a water piping arranged on the front side of the vehicle body, so that the water pump 95 sucks cooling water from the radiator 27.

On the other hand, an oil pump unit 100 provided on the spacer 110 is disposed rearwardly of the balancer shaft 90 with an oil pump drive shaft 101 rotatably supported by the oil pump unit 100 being arranged coaxially with the balancer shaft 90.

A connecting recess 90r formed at the rear end of the balancer shaft 90, and a connecting projection 101a projecting at the front end of the oil pump drive shaft 101 are fitted, so that the rotation of the balancer shaft 90 is transmitted to the oil pump drive shaft 101 to drive the oil pump unit 100.

A dry sump system is employed for lubrication of the power unit P with both rotors of a scavenge pump 102 and a feed pump 103 being mounted to the oil pump drive shaft 101 of the oil pump unit 100.

As described above, since the water pump drive shaft 96 is coaxially connected to the front end of the balancer shaft 90 and the oil pump drive shaft 101 is coaxially connected to the rear end thereof, the three shafts are connected coaxially. Thus, the number of the revolving shafts arranged in parallel to the crankshaft 30 apart from each other may be reduced, and a complicated power transmission mechanism is not necessary between the revolving shafts, so that the internal combustion engine may be downsized.

Since the balancer shaft 90 is arranged at a position where the crank webs 30w of the crankshaft 30 and the balancer weights 90W are overlapped in the axial view, the internal combustion engine E is further downsized by an extent corresponding to the proximity of the balancer shaft 90 with respect to the crankshaft 30.

The water pump 95 arranged forwardly of the balancer shaft 90 is provided on the front surface of the crankcase 31, and is provided at a position close to the radiator 27 arranged forwardly of the vehicle body, whereby the water piping for connecting the radiator 27 and the water pump 95 may be shortened.

Therefore, the weight of the vehicle body may be reduced by reducing the total amount of water.

The oil pump unit 100 arranged rearwardly of the balancer shaft 90 is arranged rearwardly of the power unit P. Thus, oil exhaustion or air interfusion due to deviation of oil toward the rear when climbing a slope may easily be prevented.

A lubrication system of the power unit P including the oil pump unit 100 is positioned intensively rearwardly of the crankcase 31. The dry sump lubrication structure system will be described below.

A spacer 110 interposed between the upper and lower crankcases 31U and 31L and the rear case cover 150 is provided with the oil pump unit 100 of the dry sump lubrication system and is formed with part of an oil tank chamber 160.

FIG. 6 is a rear view of the spacer 110 and FIG. 7 is a front view of the spacer 110.

Referring to FIG. 6 and FIG. 7, the spacer 110 is for connecting the upper and lower crankcases 31U and 31L and the rear case cover 150, and includes annular mating surfaces 110f and 110r oriented in parallel to each other in the front and rear.

The front mating surface 110f to be mated with the upper and lower crankcases 31U and 31L and the rear mating surface 110r to be mated with the rear case cover 150 extend in parallel to each other and defines a closed annular shape.

The annular front mating surface 110f and the rear mating surface 110r are shifted from each other in the fore-and-aft direction. The lower left portion of the front mating surface 110f protrudes outwardly of the rear mating surface 110r from the left side, and the upper right portion of the rear mating surface 110r projects outwardly from the front mating surface 110f.

A bearing opening 111 for passing the output shaft 80 therethrough is formed on a side wall 110a which connects both surfaces of the front mating surface projecting to the lower left side from the rear mating surface 110r.

Referring now to FIG. 6, the inner side of the closed annular rear mating surface 110r is such that an inner wall 112 extends to the right from the upper left portion of the rear mating surface 110r, curves downwardly while drawing an arc, extends to the left along the bottom of the rear mating surface 110r, continues to the lower portion of the rear mating surface 110r, and forms a large void 110s at a center portion thereof in cooperation with part of the rear mating surface 110r.

The rear end surface of the inner wall 112 and the rear mating surface 110r define the identical plane.

Formed between the curved portion which covers the outside of the arcuate portion of the inner wall 112 of the rear mating surface 110r and the inner wall 112 is a recess 113, which is recessed toward the front, and the recess 113 defines an oil tank chamber 160 and is formed into an arcuate shape so as to surround the arcuate portion of the inner wall 112.

The right upper portion of the recess 113 is formed with an oil discharge channel 114 defined by channel walls 114a and 114a projecting from a bottom wall 113a of the recess 113 opposing to each other, and forms a recess in cross section in cooperation at least with the bottom wall 113a. The oil discharge channel 114 is bent into an L-shape, and the end portion thereof is closed by connecting the channel walls 114a and 114a opposed to each other.

A channel wall 115a projects so as to oppose the vertical portion of the channel wall 114a of the L-shaped oil discharge channel 114 on the left side, so that a filter introducing channel 115 forming a recess in cross section in cooperation at least with the bottom wall 113a is formed on the left-hand side of the vertical portion of the discharged oil channel 114.

The upper and lower ends of the filter introducing channel 115 are closed by connecting the opposed channel walls 114a and 115a.

A channel wall 116a projects so as to oppose the horizontal portion of the channel wall 114a of the L-shaped oil discharge channel 114 on the lower side, so that a filter deriving channel 116 forming a recess in cross section in cooperation at least with the bottom wall 113a is formed below the horizontal portion of the discharged oil channel 114.

The left and right end portions of the filter deriving channel 116 are closed by connecting the opposed channel walls 114a and 116a.

The respective rear end surfaces of the channel walls 114a, 115a and 116a are continued to be flush with each other, and are also flush with the rear mating surface 110r and the rear end surface of the inner wall 112.

An L-shaped aluminum partitioning plate 126 comes into abutment with the rear end surfaces of the continuing channel walls 114a, 115a and 116a, which are flush with each other, to close the rear openings of the oil discharge channel 114, the filter introducing channel 115, and the filter deriving channel 116 formed into the recess in cross section, so that the oil discharge channel 114, the filter introducing channel 115 and the filter deriving channel 116 are formed into tubular channels (see FIG. 11).

Therefore, the spacer 110 is configured in such a manner that the oil discharge channel 114, the filter introducing channel 115, and the filter deriving channel 116 are at least formed to have a recess in cross section. Thus, it is not necessary to form the complicated oil channel in the crankcase 31, whereby the crankcase 31 itself may further be downsized.

The oil discharge channel 114, the filter introducing channel 115, the filter deriving channel 116 may be formed easily with a small number of components only by mounting the partitioning plate 126, so that the weight reduction of the power unit P and the reduction of the labor of the assembling work are achieved.

The L-shaped oil discharge channel 114 communicates a scavenge pump discharge port 114i formed on the bottom wall 113a at the lower right end thereof with a discharged oil deriving port 114e formed on the bottom wall 113a at the upper left end thereof.

The vertically extending filter introducing channel 115 communicates a feed pump discharge port 115i formed on the bottom wall 113a at the lower end thereof with a filter introducing channel exit 115e formed on the bottom wall 113a at the upper end thereof.

The horizontally extending filter deriving channel 116 provides communication between a filter deriving channel inlet port 116i formed on the bottom wall 113a at the right end thereof with an oil supply port 116e formed on the bottom wall 113a at the left end thereof.

The oil discharge channel 114, the filter introducing channel 115 and the filter deriving channel 116 surrounded by the channel walls 114a, 115a and 116a are formed into an L-shape so as to project from the bottom wall 113a in the recess 113 formed into an arcuate shape with a portion of the interior of the recess 113 other than the channel walls 114a, 115a and 116a constituting the oil tank chamber 160.

A discharged oil returning port 117 is formed on a position of the bottom wall 113a above the discharged oil deriving port 114e at the upper left end of the oil discharge channel 114 with the intermediary of the channel wall 114a and opens into the recess 113.

An oil filter mounting surface 118 of a circular shape for mounting an oil filter 128 is formed on the front surface of a portion of the bottom wall 113a of the recess 113 corresponding to a bent portion of the L-shaped oil discharge channel 114, the filter introducing channel 115 and the filter deriving channel 116 as shown in FIG. 7.

The oil filter mounting surface 118 is located at a portion recessed inwardly at the upper right (upper left in FIG. 7) of the annular front mating surface 110f projecting outwardly and is flush with the front mating surface 110f.

The oil filter mounting surface 118 is formed of concentric double circles with the inside of an inner circle corresponds to the filter deriving channel inlet port (oil deriving port) 116i and the filter introducing channel exit (oil introducing port) 115e being positioned between the inner circle and an outer circle.

The oil filter 128 is mounted from the front to the oil filter mounting surface 118, so that oil entering from the filter introducing channel exit 115e is filtered and goes out through the filter deriving channel inlet port 116i as shown in FIG. 11.

Although the upper and lower crankcases 31U and 31L are mated with the annular front mating surface 110f, the upper crankcase 31U is formed with a recess 31a which is recessed inwardly and opened on top so as to be notched corresponding to the upper right portion of the front mating surface 110f, which is recessed to avoid the oil filter mounting surface 118 (see FIG. 7 and FIG. 11). Thus, the oil filter 128 mounted to the oil filter mounting surface 118 formed to be exposed to the recess 31a is arranged in the recess 31a.

Therefore, the oil filter is covered by the recess 31a of the upper crankcase 31U from the lower side to the right side so as to be protected reliably from stones or the like hitting thereto from below.

The lubrication system such as the oil pump unit 100 is configured in the spacer 110, and the oil filter 128 is attached to the spacer 110. Therefore, the lengths of the filter introducing channel 115, the filter deriving channel 116 and so on may be shortened. Thus, the total amount of oil is reduced, and the crankcase 31 itself is downsized, so that downsizing and weight reduction of the power unit P are achieved.

The discharged oil deriving port 114e and the discharged oil returning port 117 positioned on the upper left side of the oil filter mounting surface 118 are positioned also on the annular front mating surface 110f projecting outwardly as in the case of the oil filter mounting surface 118, and is opened outwardly.

A pipe (not shown) connected respectively to the discharged oil deriving port 114e and the discharged oil returning port 117 is connected to the oil cooler 28 arranged in the front of the vehicle body.

The oil pump unit 100 includes a feed pump body 120 of the feed pump 103 formed at the lower right of the spacer 110 with the bottom wall 113a recessed rearwardly at a position below the portion around the lower side of the L-shaped oil discharge channel 114 and the filter introducing channel 115, and projects inwardly of the inner wall 112.

Referring now to FIG. 7, the feed pump body 120 is recessed rearwardly at an inner portion surrounded by a mating surface 120f which is flush with the front mating surface 110f, and is formed at an upper portion with a circular recess 121 to which an internal external rotor 103r of the feed pump 103 is fitted, with a feed pump intake channel 122 having a recess in cross section extending obliquely downwardly from an intake port 121i of the circular recess 121, and with a feed pump intake port 123 opening toward the recess 113 (the oil tank chamber 160 side) at the lower end of the feed pump intake channel 122.

The feed pump intake port 123 is a through-hole formed on the spacer 110 and is positioned at the lowermost portion of the recess 113.

The feed pump intake channel 122 formed on the feed pump body 120 of the spacer 110 has the feed pump intake port 123 opened at the lower portion of the oil tank chamber 160, and the feed pump body 120 and the feed pump intake port 123 are formed integrally so that the feed pump 103 is formed into a simple configuration.

A bearing recess 121c for rotatably supporting the rear end of the oil pump drive shaft 101 is formed at a position deviated from the center of the circular recess 121, and the intake port 121i and a discharge port 121e are formed so as to be recessed on the somewhat obliquely left and right sides.

The intake port 121i communicates with the feed pump intake channel 122 and has a relief return channel 124e extending upwardly.

The discharge port 121e extends upwardly and communicates with the feed pump discharge port 115i with a relief channel 124i extending to a relief valve mounting surface 124 to which a relief valve 125 on the left side (the right side in FIG. 7) is mounted.

The scavenge pump discharge port 114i opens at the upper right corner of the mating surface 120f of the feed pump body 120.

A partitioning plate 130 is placed on the mating surface 120f of the feed pump body 120, and a scavenge pump body 140 is placed on the partitioning plate 130, so that the oil pump unit 100 is configured.

In other words, a scavenge pump body 140 and the feed pump body 120 partition the interior of the oil pump unit 100 into the scavenge pump 102 side and the feed pump 103 side with the intermediary of the partitioning plate 130 therebetween.

A rear view of the partitioning plate 130 is shown in FIG. 8 and a front view thereof is shown in FIG. 9.

The partitioning plate 130 includes a rear mating surface 130r corresponding to the mating surface 120f of the feed pump body 120 and a front mating surface 130f corresponding to a mating surface 140r of the scavenge pump body 140 formed into an annular shape, which is substantially the same shape, that extend in parallel to each other, so that recesses are formed back to back on the front side and the rear side by being partitioned by partition-walls 130a and 130b inside the rear mating surface 130r and the front mating surface 130f.

Referring now to FIG. 8, the rear surface of the partitioning plate 130 is formed with a recess which constitutes the feed pump intake channel 122, the intake port 121i and the relief return channel 124e in cooperation with the feed pump body 120 with the partition wall 130a as a bottom surface inside the mating surface 130r which corresponds to the mating surface 120f of the feed pump body 120, and with a recess which constitutes the discharge port 121e and the relief channel 124i with the partition wall 130b as a bottom surface.

The partitioning plate 130 is formed with a bearing circle hole 130c and a scavenge pump discharge hole 131 corresponding respectively with the bearing recess 121c of the feed pump body 120 and the scavenge pump discharge port 114i, and is formed with a relief valve fitting hole 132 to which the relief valve 125 of a cylindrical shape corresponding to the relief valve mounting surface 124 is fitted.

Referring now to FIG. 9, the front surface of the partitioning plate 130 is formed with a recess which constitutes a scavenge pump intake channel 142 and an intake port 141i back to back with the feed pump intake channel 122 and the intake port 121i by being partitioned by the partition wall 130a, and with a discharge port 141e back to back with the discharge port 121e by being partitioned by the partition wall 130b.

The recess having the front surface of the partition wall 130b of the partitioning plate 130 as a bottom surface has the scavenge pump discharge hole 131 opened thereon, and the discharge port 141e extends upwardly to communicate with the scavenge pump discharge hole 131.

A relief return hole 133 is formed below the relief valve fitting hole 132 in proximity thereto and communicates with the relief return channel 124e on the rear surface side.

As shown as a rear (back) view in FIG. 10, the scavenge pump body 140 to be mated with the front mating surface 130f of the partitioning plate 130 is formed with a circular recess 141 for accommodating an internal external rotor 102r of the scavenge pump 102 on the inside of the annular mating surface 140r corresponding to the front mating surface 130f of the partitioning plate 130, and with the scavenge pump intake channel 142 and the intake port 141i by the recess formed corresponding to the partition wall 130a of the partitioning plate 130 in cooperation with the partitioning plate 130, and a recess formed corresponding to the partition wall 130b of the partitioning plate 130 constitutes the discharge port 141e in cooperation with the partitioning plate 130.

A bearing recess 141c for rotatably supporting the front end of the oil pump drive shaft 101 is formed at a position deviated from the center of the circular recess 141 of the scavenge pump body 140, and a scavenge pump intake port 143 is opened toward the front at the lower end of the scavenge pump intake channel 142.

The discharge port 141e of the scavenge pump body 140 extends upwardly and communicates with the scavenge pump discharge hole 131 of the partitioning plate 130.

The mating surface 140r above the circular recess 141 of the scavenge pump body 140 is formed with a fitting recess 144 for fitting the relief valve 125, and part of the fitting recess 144 extends downwardly to communicate with the relief return hole 133 of the partitioning plate 130.

The oil pump unit 100 is configured by assembling the feed pump body 120 of the spacer 110, the partitioning plate 130 and the scavenge pump body 140 described above.

A cross section of the oil pump unit 100 and the lubrication system therearound are shown in FIG. 11, and a partial developed cross section of the oil pump unit 100 is shown in FIG. 12.

The partitioning plate 130 is placed on the mating surface 120f of the feed pump body 120 together with the oil pump drive shaft 101 with the intermediary of the rotor 103r of the feed pump 103 with respect to the circular recess 121 of the feed pump body 120 of the spacer 110, the rotor 102r of the scavenge pump 102 is interposed between the partitioning plate 130 and the circular recess 141 of the scavenge pump body 140. The scavenge pump body 140 is placed on the front mating surface 130f of the partitioning plate 130 with the intermediary of the relief valve 125 between the relief valve mounting surface 124 of the feed pump body 120 and the fitting recess 144 of the scavenge pump body 140 via the relief valve fitting hole 132 of the partitioning plate 130. The partitioning plate 130 and the scavenge pump body 140 are secured integrally with the feed pump body 120 formed on the spacer 110 with a bolt 145 to configure the oil pump unit 100.

The oil filter 128 is mounted to the oil filter mounting surface 118 of the spacer 110 from the outside using the recess 31a of the upper crankcase 31U.

The rear case cover 150 is covered on the rear surface of the spacer 110.

A front (rear) view of the rear case cover 150 is shown in FIG. 13.

The rear case cover 150 includes a mating surface 150f corresponding to the rear mating surface 110r of the spacer 110, and is formed with an inner wall 152 corresponding to the inner wall 112 of the spacer 110. A recess 153 is recessed rearwardly and corresponds to the recess 113 formed into an arcuate shape on the spacer 110 located outside the inner wall 152. Thus, when the rear case cover 150 is superimposed with the spacer 110, the recess 113 and the recess 153 are joined to configure the oil tank chamber 160.

In other words, since the oil tank chamber 160 is formed between the bottom wall (side wall) 113a of the spacer 110, which is rather close to the mating surface 110f with respect to the upper and lower crankcases 31U and 31L, and the rear case cover 150, the oil tank chamber 160 is swelled toward the crankcase 31. Thus, a large capacity of the oil tank chamber 160 is secured with a simple configuration in which the lubrication system such as the feed pump body 120 is formed on the spacer 110.

The oil discharge channel 114, the filter introducing channel 115, the filter deriving channel 116 and the feed pump body 120 of the spacer 110 are swelled into the oil tank chamber 160. However, since it is only partially formed, the lost capacity in the oil tank chamber 160 thereby is not much.

The oil tank chamber 160 includes a strainer 154 on the right side thereof so as to partition the interior into the upper and lower parts.

A recess 150s inside the inner wall 152 corresponds to a void 110s of the spacer 110 for covering the fluid coupling 55 provided at the rear end of the crankshaft 30 and the first transmission clutch 66 and the second transmission clutch 67 provided at the rear end of the main shaft 61 from behind.

A bearing bottomed cylindrical portion 155 is formed at a portion of the recess 150s of the rear case cover 150 opposing the crankshaft 30, so that the bearing bottomed cylindrical portion 155 rotatably supports the rear end of the crankshaft 30 with an oil chamber 155a being formed for relaying the hydraulic pressure for supplying the hydraulic pressure to the fluid coupling 55 via an oil channel 30a in the crankshaft 30 (see FIG. 4 and FIG. 13).

A bearing cylindrical portion 156 is formed at a portion of the recess 150s of the rear case cover 150 opposing the main shaft 61, so that the rear end of the inner cylinder 61i of the main shaft 61 is supported.

Furthermore, referring now to FIG. 4 and FIG. 13, the bearing cylindrical portion 156 is formed with an outer cylindrical portion 157 so as to extend outwardly with a double conduction pipe 158 inserted into a shaft hole 61a formed from the rear end of the inner cylinder 61i to the position of the second transmission clutch 67 being inserted into the outer cylindrical portion 157. Thus, two oil chambers 157a, 157b, formed in the interior of the outer cylindrical portion 157 by being closed by a lid member 159 which covers the rear end opening thereof, are able to supply the hydraulic pressure by communicating with the first transmission clutch 66 and the second transmission clutch 67 respectively via the double conduction pipe 158.

A hydraulic control valve unit 170 is provided at a position obliquely upwardly of the outer cylindrical portion 157 on the rear surface of the rear case cover 150.

Drive control of the first transmission clutch 66 and the second transmission clutch 67 by the hydraulic pressure is preformed with drive control of the fluid coupling 55 being also performed by the hydraulic control valve unit 170.

A state of the lubrication system of the power unit P in a state in which the rear case cover 150 is placed on the spacer 110 is shown in FIG. 14.

The oil pump unit 100 and the lubrication system therearound are disposed intensively on the spacer 110 and the rear case cover 150 at the rear of the power unit P.

As shown in FIG. 14, an oil strainer 165 provided in the proximity of the bottom surface of the oil pan 35 is positioned below the crankshaft 30 and rearwardly of the crank chamber C as shown by a broken line in FIG. 5, and is connected by a communication pipe (not shown) substantially under the scavenge pump intake port 143 at the lower end of the scavenge pump intake channel 142.

A flow of oil in this dry sump lubrication system will be described.

When the oil pump drive shaft 101 is rotated, and the rotor 102r of the scavenge pump 102 is driven to rotate, oil accumulated in the oil pan 35 is taken into the oil strainer 165 at the rear position thereof flows from the scavenge pump intake port 143 through the scavenge pump intake channel 142 to the intake port 141i of the scavenge pump 102 (see FIG. 11), and oil discharged from the discharge port 141e of the scavenge pump 102 flows from the scavenge pump discharge port 114i through an L-shaped oil discharge channel 114 and flows out from the discharged oil deriving port 114e to the outer pipe and reaches an oil cooler 28 arranged in front of the vehicle body. In addition, the oil cooled in the oil cooler 28 flows through the outer pipe, and then flows from the discharged oil returning port 117 opening at the upper portion of the oil tank chamber 160 into the oil tank chamber 160 (see FIG. 6 and FIG. 14).

In this manner, the oil flow into and accumulated in the oil tank chamber 160 is pumped from the feed pump intake port 123 opening at the lower portion of the oil tank chamber 160 by the rotation of a rotor 103a of the feed pump 103 and reaches the intake port 121i of the feed pump 103 through the feed pump intake channel 122. The oil discharged from the discharge port 121e of the feed pump 103 passes from the feed pump discharge port 115i through the filter introducing channel 115, and reaches the oil filter 128 from the filter introducing channel exit 115e. The oil filtered through the oil filter 128 flows out from the filter deriving channel inlet port 116i into the filter deriving channel 116 and is supplied from the oil supply port 116e to the respective lubricating points (see FIGS. 6, 11 and 14).

When the discharged hydraulic pressure by the feed pump 103 is increased to a predetermined pressure or higher, the relief valve 125 is opened to communicate the relief channel 124i which communicates with the discharge port 121e of the feed pump 103 and the relief return channel 124e which communicates with the intake port 121i, so that the discharged oil is returned to the feed pump intake channel 122.

Therefore, the oil returned into the feed pump intake channel 122 is sucked by the feed pump 103 again. Thus, the amount of oil taken from the feed pump intake port 123 is reduced and the flow-in speed is reduced, so that the air interfusion of the feed pump 103 is also reduced.

The oil tank chamber 160 may be downsized to some extent.

As described above, the oil pump unit 100 and the oil filter 128 may be arranged intensively on the spacer 110 located rearwardly of the crankcase 31, and the oil strainer 165 is arranged at the rear of the oil pan 35, so that the oil channels are formed intensively rearwardly of the crankcase 31. Therefore, the lengths of the oil channel may be shortened, so that the total amount of oil is reduced. Thus, the weight reduction of the vehicle body is achieved, and the oil exhaustion or the air interfusion in the scavenge pump 102 or the feed pump 103 may be prevented.

The invention being thus described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure from the spirit and scope of the invention, and all such modifications as would be obvious to one skilled in the art are intended to be included within the scope of the following claims.

Number	Date	Country
102005026786	Dec 2006	DE
2001-280111	Oct 2001	JP

Pump drive structure of water-cooled internal combustion engine

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CPC

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