Note: Descriptions are shown in the official language in which they were submitted.
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VERTICAL ENGINE
This is a divisional of Canadian patent application
2,385,752 filed March 22, 2000.
FIELD OF THE INVENTION
The present invention relates to a vertical engine
including a crankshaft supported to be directed vertically.
BACKGROUND ART
In general, in a vertical engine including a crankshaft
supported to be directed vertically in an engine block, a
cylinder head-coupled surface for coupling a cylinder head and
an oil pan-coupled surface for coupling an oil pan are formed
on the engine block. Japanese Utility Model Application
Laid-open No.64-25415 describes a vertical engine in which an
end edge of an oil pan-coupled surface is -positioned at a
location short of a line extending downwards from a cylinder
head-coupled surface, and Japanese Patent Application Laid-
open No.8-100707 describes a vertical engine in which an oil
pan-coupled surface is formed over a lower surface of an engine
block and a lower surface of a cylinder head.
It should be noted here that the vertical engine described
in the above Japanese Utility Model Application Laid-open
No.64-25415 suffers from a problem that the area of the oil
pan-coupled surface is insufficient, resulting in a limited
volume of the oil pan, because the end edge of the oil pan-
coupled surface is positioned at the location short of the line
extending downwards from the cylinder head-coupled surface.
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The vertical engine described in the above Japanese Patent
Application Laid-open No.8-100707 suffers from a problem-that
because the oil pan-coupled surface is formed over the lower
surface of the engine block and the lower surface of the cylinder
head, a flat coupled surface must be formed by a common madhining,.
including a gasket between the engine block and the cylinder
head,thereby causing an increase in machining cost. Moreover,
special machining equipment capable of machining the hard
gasket is required.
In a vertical engine in which an exhaust gas passage, a
cooling-water passage, a drainage passage and the like
extending vertically are provided in an oil pan forming member
having an oil pan integrally provided therein, openings in the
passages and an opening in the oil pan interfere with each other
and for this reason, not only the position of the opening in
the oil pan but also the volume of the oil pan is limited.
Especially, in a vertical engine in which cooling-water
passages are defined on opposite sides of a cylinder bore, it
is necessary to provide a water-dispensing portion in the oil
pan forming member for dispensing cooling water to each of the
cooling-water passages on the opposite sides of the cylinder
bore, and the position of the opening in the oil pan and the
volume of the oil pan are further limited by the water-
dispensing portion.
In general, an engine block forming a body of an engine
is divided into two components : a cylinder block and a crankcase
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at a parting plane including the axis of a crankshaft, and the
crankshaft is supported so as to be sandwiched between the
cylinder block and the crankcase.
A single-cylinder vertical engine described in Japanese
Patent Application Laid-open No.4-362231 is comprised of an
engine block including an engine body integrally provided with
a cylinder bore and a crankcase, and an upper cover which closes
an opening in an upper surface of the engine block. A lower
journal of the crankshaft is supported in a bearing bore
provided in the engine block, and an upper journal of-the
crankshaft is supported in a bearing bore provided in the upper
cover.
It should be noted here that. if the engine block is divided
into the cylinder block and the crankcase at the parting plane
including the axis of' the crankshaft, the bearing bores
supporting the journals of the crankshaft are defined astride
the cylinder block and the crankcase and hence, it is necessary
to make the bearing bores by a common machining in a state in
which the cylinder block and the crankcase have been temporarily
coupled to each other. For this reason, the following problem
is encountered: Steps of coupling and separating the cylinder
block and the crankcase to and from each other are required,
resulting in an increase in machining cost, and moreover, the
cylinder block and the crankcase which were made by the common
machining must be used in a set, resulting in a poor
interchangeability of the components.
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In the single-cylinder vertical engine described
in Japanese Patent Application Laid-open No. 4-362231, the
oil supplied from an oil pump mounted in the cylinder block
to the bearing bore of the lower journal of the crankshaft
is supplied through an oil passage defined in the crankshaft
to a crankpin portion supporting a connecting rod and then
through an oil passage defined in the crankshaft to the
bearing bore of the upper journal. Therefore, especially in
the case of a multi-cylinder engine, the following problem
is encountered: the structure of the oil passage in the
crankshaft is complicated, and moreover, it is difficult to
supply a sufficient amount of oil to the bearing bore of the
upper journal of the crankshaft.
DISCLOSURE OF THE INVENTION
The present invention has been accomplished with
the above circumstances in view, and it is a first object of
the present invention to increase the volume of an oil pan
coupled to an oil pan-coupled surface formed on a lower
surface of an engine block by a simple structure in a
vertical engine including a crankshaft supported to be
directed vertically.
It is a second object of the present invention to
enhance the workability of the bearing bores of journals of
the crankshaft in the vertical engine, and to enhance the
ease with which these bearing bores can be lubricated.
To achieve the above first object, according to
the present invention, there is provided a vertical engine
having a crankshaft supported to be directed vertically,
comprising an engine block which is formed by molding
integrally with a cylinder bore and a crankcase and which
has a bearing bore defined therein for supporting a lower
journal of said crankshaft, an upper cover which is coupled
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to said engine block to close an opening in an upper surface
of said engine block and which has a bearing bore defined
therein for supporting an upper journal of said crankshaft,
an oil pan coupled to a lower surface of said engine block,
5 an oil pump for supplying an oil within said oil pan to
portions to be lubricated, and an oil passage which is
defined in said engine block and said upper cover and
through which the oil discharged from said oil pump is
supplied to the bearing bore for supporting the upper
journal of said crankshaft.
With the above arrangement, the oil pan-coupled
surface formed on the engine block extends below the
cylinder head beyond the line extending downwards from the
cylinder head-coupled surface. Therefore, the area of the
oil pan-coupled surface can be increased without
interference with the cylinder head-coupled surface, and the
volume of the oil pan coupled to the oil pan-coupled surface
can be increased. Moreover, the cylinder head-coupled
surface and the oil pan-coupled surface are not continuous
with each other and hence, there is no possibility that the
sealing of the coupled surfaces may be impeded.
An oil case-coupled surface in each of the
embodiments corresponds to the oil pan-coupled surface of
the present invention.
To achieve the above first object, in addition to
the above arrangement, there is a provided a vertical engine
including the above-described arrangement, wherein an oil
pan forming member having the oil pan integrally provided
therein is integrally formed with a peripheral wall of a
main exhaust
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passage.
With the above arrangement, the peripheral walls of the
main exhaust passages are integrally formed on the oil pan
forming member. Therefore, the main exhaust passages can be
displaced toward the cylinder head without recourse to mating
surfaces of the engine block and the cylinder head. As a result,
the area of an opening in the oil pan can be increased, leading
to an increased volume of the oil pan.
To achieve the above first object, in addition to the above
arrangement, there is provided a vertical engine wherein the
oil pan forming member is integrally formed with a peripheral
wall of a cooling-water passage.
With the above arrangement, the peripheral walls of the
cooling-water passages are Integrally formed on the oil pan
forming member. Therefore, the cooling-water passages can be
displaced toward the cylinder head without recourse to mating
surfaces of the engine block and the cylinder head. As a result,
the area of an opening in the oil pan can be increased, leading
to an increased volume of the oil pan.
To achieve the above second object, according to the
present invention, there is provided a vertical engine having
a crankshaft supported to be directed vertically, comprising
an engine block which is formed by molding integrally with a
cylinder bore and a crankcase and which has a bearing bore
defined therein for supporting a lower journal of the crankshaft,
an upper cover which is coupled to the engine block so as to
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close an opening in an upper surface of the engine block and
which has a bearing bore defined therein for supporting an upper
journal of the crankshaft, an oil pan coupled to a lower surface
of the engine block, an oil pump for supplying an oil within
the oil pan to portions to be lubricated, and an oil passage
which is defined in the engine block and the upper cover and
through which the oil discharged from the oil pump is supplied
to the bearing bore for supporting the upper journal of the
crankshaf t .
With the above arrangement, the bearing bore -for
supporting the lower journal of the crankshaft is defined only
in the engine block, and the bearing bore for supporting the
upper journal of the crankshaft is defined only in the upper
cover. Therefore, to make both of the bearing bores, it is not
required that a common machining is conducted in a state in which
two members have been coupled to each other. Thus, steps of
coupling and separating the two members to and from each other
are not iequired, leading to a reduction in machining cost, and
also the engine block and the upper cover can be exchanged
independently, leading to an enhanced interchangeability.
Moreover, the supplying of the oil to the bearing bore of the
upper journal of the crankshaft is conducted from the oil pump
through the oil passages defined in'the engine block and the
upper cover. Theref ore , the supplying of the oil is reliably
achieved, and the structures of the oil passages are also
simplified, as compared with a system in which the supplying
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of the oil to the bearing bore of the upper journal is conducted
;through an oil passage defined in the crankshaft.
To achieve the second object, in addition to the above
arrangement, there is a provided a vertical engine wherein a
most downstream portion of the oil passage defined in the upper
cover comprises a blind bore provided at a location spaced
obliquely and upwards apart from an inner peripheral surface.
of the bearing bore in the upper cover.
With the above arrangement, the most downstream portion
of the oil passage in the upper cover comprises a blind bore
provided at the location spaced obliquely and upwards apart from
the inner peripheral surface of the bearing bore in the upper
cover. Therefore, the blind bore can easily be made from the
side of the lower surface of the upper cover, and moreover, it
is unnecessary to provide a blind plug required when the most
downstream oil passage is comprised of a through-bore extending
from the outer surface of the upper cover to the inner peripheral
surface of the bearing bore. This contributes to reductions
in number of components and number of machining steps.
BRIEF DESCRIPTION OF THE DRAWINGS
Figs. 1 to 12 show a first embodiment of the present
invention, wherein Fig.1 is a side view of an entire outboard
engine system; Fig.2 is an enlarged sectional view of an
essential portion shown in Fig.1; Fig.3 is a sectional view
taken along a line 3- 3 in Fig. 2; Fig. 4 is an enlarged view of
an essential portion shown in Fig. 2; Fig. 5 is a view taken along
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a line 5-5 in Fig.4; Fig.6 is a view taken in the direction of
an arrow 6 in Fig.5; Fig.7 is a view taken in the direction of
an arrow 7 in Fig.6; Fig.8 is a sectional view taken along a
line 8-8 in Fig.4; Fig.9 is a view taken in the direction of
an arrow 9 in Fig. 4; Fig.10 is a view taken along a line 10-10
in Fig.4; Fig.11 is a sectional view taken along a line 11-
11 in Fig.10 ; Fig.12 is a view taken along a line 12 -12 in Fig.11.
Figs.13 and 14 skjow a second embodiment of the present invention,
wherein Fig. 13 is a rear view of an engine block and an oil case;
and Fig. 14 is an enlarged sectional view taken along a line 14-14
in Fig.13.
BEST MODE FOR CARRYING OUT THE INVENTION
A first embodiment of the present invention will be
described with reference to Figs.1 to 12.
As shown in Figs. 1 to 3, a two-cylinder and 4-cycle engine
E mounted at an upper portion of an outboard engine system 0
includes an engine block 11 integrally provided with a crankcase
111 and cylinder bores 112, 112 at two upper and lower points,
a cylinder head 12 coupled to the engine block 11, and a head
cover 13 coupled to the cylinder head 12. Two pistons 14, 14
slidably received in the two cylinder bores 112, 112 defined
in the engine block 11 are connected to a crankshaft 15 supported
on the engine block 11 through connecting rods 16, 16.,
respectively.
A generator 17 and a recoiled stator 18 are coaxially
mounted at an end of the crankshaft 15 protruding upwards from
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the engine block 11. A camshaft 20 is supported in a valve
'operating chamber 19 defined between the cylinder head 12 and
the head cover 13, and a cam pulley 21 mounted at an upper end
of the camshaft 20 and a crank pulley 22 mounted at an upper
5 portion of the crankshaft 15 are connected to each otlier by a
timing belt 23. An intake valve 26 and an exhaust valve 27 for
respectively opening and closing an intake port, 24 and an
exhaust port 25 defined in the cylinder head 12 are connected
to the camshaft 20 through an intake rocker arm 28 and an exhaust
10 rocker arm 29, respectively. An air cleaner 30, a throttle
valve 31 and a carburetor 32 are disposed on a right side of
the engine E and connected to the intake port 24.
An axis of the crankshaft 15 is disposed vertically, and
axes of the cylinder bore 112, 112 are disposed longitudinally, '
so that a side adjacent the crankcase 111 faces forwards, and
a side adjacent the cylinder head 12 faces rearwards. The crank
phases of the two pistons 14, 14 are the same as each other,
and the timings of ignition provided by the pistons 14, 14 are
displaced from each other through 3660. Counterweights 151 are
mounted on the crankshaft 15 and have a balance rate of 100 $
for countering the mass of reciprocal movement of the pistons
14, 14.
An upper surface of an oil case 41 as an oil pan forming
member is coupled to a lower surface of the engine E having the
above-described structure. An upper surface of an extension
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case 42 is coupled to a lower surface of the oil case 41, and
an upper surface of a gear case 43 is coupled to a lower surface
of the extension case 42. An outer periphery of the oil case
41 and an outer periphery of lower half of the engine E are
covered with an undercover 44 coupled to an upper end of the
extension case 42, and upper half of the engine B is covered
with an engine cover 45 coupled to an upper end of the undercover
44.
As can be seen from Fig. 2, the oil case 41 is -integrally
provided with an oil pan 411; and a suction pipe 47 including
an oil strainer 46 is accommodated within the oil pan 411. An
exhaust passage defining member 48 is coupled to a rear surface
of the oil case 41, and an exhaust gas expanding chamber 49 is
defined in the extension case 42 with a partition wall 421 formed
therebetween.
An exhaust gas exiting from the exhaust port 25 is passed
through a main exhaust passage 113 defined in the engine block
11 into a first main exhaust passage el defined In the oil case
41 (see an arrow a in Fig.10) and Is then passed through a
communication bore eZ into an upper exhaust gas expanding
chamber e3 defined in an upper portion of the exhaust gas passage
defining member 48. A portion of the exhaust gas within the
upper exhaust gas expanding chamber e3 is passed through a
communication bore e4 into a second main exhaust gas passage
e5 defined in the oil case 41 and then via the exhaust gas
expanding chamber 49 In the extension case 42, the inside of
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the gear case 43 and a hollow portion around a propeller shaft
53 which will be described hereinafter, and then discharged into
the outside water. On the other hand, a portion of the exhaust
gas within the upper exhaust gas expanding chamber e3 in the
exhaust gas passage defining member 48 is passed through a
communication bore e6 into a lower exhaust gas expanding chamber
e7 defined in a lower portion of the exhaust gas passage,defining
member 48 and is then discharged through an exhaust outlet e8
into the air. A drainage bore e9 is defined in a lower end of
the lower exhaust gas expanding chamber e7 for discharging water
accumulated in the lower exhaust gas expanding chamber e7 into
the main exhaust gas passage es in the oil case 41.
As can be seen from Figs.2 and 10, cooling water pumped
by a cooling-water pump (not shown) is supplied to cooling-
water passages wl and wz defined in mating surfaces of the engine
block 11 and the oil case 41 and is then diverted into two flows
and supplied to the engine block 11 and the cylinder head 12
(see an arrow h in Fig.10 ). The cooling water which has cooled
each of the engine block 11 and the cylinder head 12 is supplied
to a cooling-water passage w3 defined in the lower surface of
the engine block 11 (see an arrow ~Q in Fig.10 ), and is theii passed
through a cooling-water passage w4 defined in the oil case 41
and is discharged into the extension case 42.
A driving shaft 50 connected to a lower end of the
crankshaft 15 extends through the oil case 41 and downwards
within a driving shaft chamber 51 defined in the extension case
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42, and is thus connected through a forward/backward movement
switohover mechanism 54 to a front end of a propeller shaft 53
which has a propeller 52 at its rear end and is supported
longitudinally on the gear case 43.
A mounting bracket 55 for detachably mounting the
outboard engine system 0 to a hull S includes an inversed-J
shaped mounting bracket body 56 and a setscrew 57 threadedly
fitted in the mounting bracket body 56. A swinging arm 59 is
pivotally supported at its front end on the mounting bracket
body 56 through a pivot pin 58, and a pipe-shaped swivel case
60 is integrally coupled to a rear end of the swinging arm 59.
A large number of pinholes 561 are provided In the mounting
bracket body 56, so that the tilting angle of the outboard engine,
system 0 about the pivot pin 58 can be regulated by inserting
a pin 61 through a pinhole defined in a locking plate 601 fixed -
to the swivel case 60 and through any of the pinholes 56, in
the mounting bracket body 56.
A swivel shaft 62 relatively. rotatably fitted in the
swivel case 60 includes a mount arm 63 and a mount block 64 at
its upper and lower ends, respectively. The upper-side mount
arm 63 is resiliently connected to the oil case 41 through a
pair of left and right upper mounts 65, 65, and the lower-side
mount block 64 is resiliently connected to the extension case
42 through a lower mount 66. A steering handlebar 67 is fixed
to a front end of the oil case 41, so that the oil case 41 can
be swung laterally about the swivel shaft 62 by grasping and
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operating the steering handlebar 67 laterally, thereby steering
the outboard engine system 0.
A structure for supporting of the crankshaft 15 in the
engine block 11 will be described below with reference to Figs. 4
to 7 and 9.
The engine block 11 integrally provided with the
crankcase 111 and having the two cylinder bores 112, 112 defined
therein is provided on its rear surface with a cylinderhead-coupled surface
114 to which the cylinder head 12 is
coupled; on its lower surface with an oil case-coupled surface
115 to which the oil case 42 is coupled; on its upper surface
with an upper cover-coupled surface 116 to which an upper cover
71 is coupled; and on its front surface with a breather
device-coupled surface 117 to which a breather device 72 1s
coupled for circulating a blow-by gas within the crankcase 111
to an intake system. The breather device-coupled surface 117
is formed on a bottom surface of the crankcase 111 of the engine
block 11, and has an opening 11e (see Fig. 7) defined centrally
therein to communicate with an internal space in the crankcase
ili.
As can be seen,from Figs.4 and 9, the upper cover 71 is
coupled to the upper cover-coupled surface 116 on the upper
surface of the engine block 11 and fastened to the engine block
11 by bolts inserted through eight bolt bores 711. Three arms
713 extend radially outwards from a bearing bore 712 defined
at the center of the upper cover 71, so that a stator cover 73
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(see Fig. 2) covering the generator 17 and the recoiled
-stator 18 is fixed by bolts inserted in bolt bores 71* ,
defined in tip ends of the arms 713.
A lower journal 152 of the crankshaft 15 disposed to be
5 directed=vertically is supported on a bearing metal 74,mounted
in a bearing. bore 119 in a lower wall of the engine block.11,
and an upper journal 153 of the crankshaft 15 is supported on=
a bearing metal 75 mounted in a bearing bore 71z in the upper
cover 71 (see Fig. 4). In a state in which the lower and upper
10 .journals 15z and 153 of the crankshaft 15 have been supported
on the engine blbck 11 and the upper cover 71 in the above manner,
bearing caps 161, 161 tnounted to larger ends of the upper and
lower connecting rods 16, 16 by bolts 76 are opposed to the
opening 11s defined in the crankcase 111 integral with the engine
15 block 11 (see Figs.4 and 7).
Although the two cylinder bores 112', 112 and the. bearing
bore 119 supporting the lower journal 152 of the orankshaft 15
are defined in the engine block 11 integrally provided aith the
crankcase 111, they are provided only in the engine block 11
which is a single member, without being astride two members.
Thus, in making the cylinder bores 112, 112 and the bearing bore
119, -a treatment of machining coupled portions of two members
coupled to each other, i..e., a so-called=common machinizig
treatment, is not required, thereby making it possible not only
to reduce 'the number of steps required for coupling and
separating the two member to and from each other, but also to
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contribute to an enhancement in machining accuracy. Likewise,
the bearing bore 712 supporting the upper journal 153 of the
crankshaft 15 is also defined in the upper'cover 71 which is
a single member and hence, in making the bearing bore 712, a
common machining is' not required. This contributeh to a
reduction in number of machining steps and an enhancement in
machining accuracy. Moreover, the engine block 11 and the upper
cover 71 can be exchanged independently rather than together
in a set, leading to an enhanced interchangeability for the
components.
The assembling of the components around the crankshaft
of the engine E is carried out in the following procedure.
In a state in which the lower journal 152 of the crankshaft 15
has been supported in the bearing bore 119 in the engine block
15 11, the upper cover 71 is coupled to the upper cover-coupled
surface 116 of the engine block 11, while fitting the bearing
bore 712 in the upper cover 71 over the upper Journal 153 of
the crankghaft 15. Then, the pistons 14, 14 having the
connecting rods 16, 16 previously coupled thereto are fitted
into the cylinder bores 112, 112 from the side of the cylinder
head-coupled surface 114, whereby the larger ends of the
connecting rods 16, 16 of the pistons 14, 14 are brought into
engagement with a pin portion of the crankshaft 15, and the
bearing caps 161, 161 are fastened by the bolts 76.
At this time, as can be seen from Figs.4 and 7, the larger
ends of the connecting rods 16, 16 are opposed to the opening
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118 in the front surface of the engine block 11 and hence, an
operation of fastening the bearing caps 161, 161 can be carried
out easily through the opening 118. Therefore, it is
unnecessary to ensure an extra space within the crankcase 111
in order to carry out the opeiation of fastening the bearing
caps 161, 161, and it is possible to assemble the crankshaft
15, while reducing the size of the engine block 11.
As can be seen from Figs . 4 and 6, as a result of a rear
and lower portion of the engine block 11 protruding rearwards,
the horizontal oil case-coupled surface 115 coupling the *oil
case 41 to the engine block 11 extends rearwards beyond a line
L extending downwards from the vertical cylinder head-coupled
surface 114 coupling the cylinder head 12 to the engine block
11. Thus, the area of the oil case-coupled surface 115 can be
ensured at the maximum and hence, the volume of the oil pan 411
of the oil case 41 coupled to the oil case-coupled surface 115
can be ensured at a sufficient value.. Moreover, the oil
case-coupled surface 115 and the cylinder head-coupled surface
114 are not continuous to each other and hence, there is no
possibility that the sealing of the oil case-coupled surface
115 and the sealing of the cylinder head-coupled surface 114
may be impeded.
In addition, the= first and second main exhaust gas
passages el and e5 and the cooling-water passages wl and w4 are
def ined vertically in the vicinity of the oil pan 41, of the
oil case 41, but due to the effect of protruding the rear and
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lower portion of the engine block 11 rearwards, the mating
'surface of the oil case 41 coupled to the oil case-coupled
surface 115 of the engine block 11 is also increased and hence,
the first and second main exhaust gas passages ei and e5 and
the cooling-water passages wl and w4 can be disposed so as not
to interfere with the opening in the oil pan 411. As a result,
the area of the opening in the oil pan 411 can be increased,
leading to an increase in volume.
As can be seen from Figs . 4 and 8, the breather device 72
mounted to close the opening 118 in the engine block 11 is formed
into a box shape from an inner member 77 and an outer member
78coupled to each other with a seal member 79 interposed
therebetween. The breather device 72 is mounted to the engine
block 11 by four bolts 80. An opening 771 is defined in the
inner member 77 to communicate with the crank chamber, and a
reed valve 81 is mounted on an inner surface of the inner member
77 for opening and closing the opening 771. A projection wall
781 is formed on an inner surface of the outer.member 78 to
protrude toward the inner member 77, and a labyrinth 82.is
defined by the projection wall 781. A communication bore 782
is defined in an outer surface of the outer member 78 for
permitting an. internal space in the labyrinth 82 to communicate
with the intake system in the engine E through a breather pipe
(not shown).
26 The structure of a lubricating system for the engine E
will be described with reference to Figs.4 to 6 and 9 to 12.
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As can be seen from Fig.4, a pump housing 86 is fixed to
the lower surface of the cylinder head 12, and the lower portion
of the camshaft 20 is supported in the pump housing 86. An oil
pump 87 driven by the lower end of the camshaft 20 is accommodated
between a lower surface of the pump housing 86 and a pump cover
88 fixed to the pump housing 86.
As can be seen from Figs.4 and 10 to. 12, an oil passage
defining member 89 is fixed by bolts 90, 90 to a seat surface
lllo of the engine block 11, which is a ceiling surface of the
oil pan 411 integrally provided in the oil case 41. The, oil
passage defining member 89 is provided with a coupling 89, to,
which the suction pipe 47 accommodated in the oil pan 411 is
connected, and a relief valve 91 for returning a surplus amount
of oil discharged by the oil pump 87 to the oil pan 411.
The oil within the oil pan 411 is drawn into the oil pump,
87 via the oil strainer 46, the suction pipe 47, the coupling
891, and an oil passage pl (see Figs.4, 5 and 10) extending
horizontally through the engine block 11 and the- cylinder head
12. The oil discharged from the oil pump 87 is passed through
an oil passage P2 (see Figs.5 and 10) defined in parallel to
the oil passage pl and extending horizontally through the engine
block 11 and the cylinder head 12, and is supplied to an oil
chamber rl (see Figs.10 to 12) def ined between the engine block
11 and the oil passage defining member 89 and then via an oil
passage p3 (see Fig.10 ) defined in the engine block 11 into an
oil filter 92 mounted on a right side of the engine block 11.
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The relief valve 91.faces the oil chamber rl.
The oil resulting from the filtering in the oil filter
92 is supplied via an oil passage p4 (see Fig.10) defined in
the engine block 11 into an oil chamber r2 (see Figs. 4 and 10)
6 defined between the engine block 11 and the oil passage dbfining
member 89 and then via an oil passage p5 (see Figs.4 and 10)
defined in the. engine block 11 to the bearing metal; 74 and the
lower journal 152 of the crankshaft 15. The supplying of the
oil to a lower crankpin of the crankshaft 15 is conducted from
10 the lower- journal 152 through an oil passage (not shown) defined
in the crankshaft 15.
On the other hand, a portion of the oil supplied to the
oil chamber r2 is supplied to an oil passage p6 (see Figs.6 and
10) extending vertically in the engine block 11. Then, the oil
15 is supplied via an oil passage=p7 (see Figs. 5 and 9) diverted
horizontally from the oil passage P6 at a point close to an upper
end of the oil passage P6 and extending through the engine block
11 and the cylinder head 12 into the valve operating chamber
19 to lubricate a valve operating mechanism accommodated in the
20 valve operating chamber 19. The oil, which has lubricated the
valve operating mechanism, is returned from a lower end of the
valve operating chamber 19 via an oil passage pe (see Figs.5
and 10) extending horizontally through the cylinder head 12 and
the engine block 11 to the oil pan 411.
The oil supplied to the oil passage P6 (see Fig.6)
extending upwards in the engine block 11 is supplied via oil
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passages p4 and plo (see Figs. 4 and 9) defined in the upper cover
71 to the bearing metal 75 and the upper journal 153 of the
crankshaft 15. The supplying of the oil to an upper crankpin
of the crankshaft 15 is conducted from the upper journal 153
through an oil passage (not shown) defined in the crankshaft
15.
In this way, the supplying of the oil to the upper journal
153 of the crankshaft 15 farthest from the oil 'pump 87 Is
conducted through the oil passage p6 (see Fig. 6) defined in the
engine block 11 and the oil passages p9 and plo defined in 'the
upper cover 71 without through an oil passage defined in the
crankshaft 15. Therefore, it is possible not only to supply
a sufficient amount of the oil to the upper journal 153 to achieve
the reliable lubrication, but also to substantially simplify
16 the structures of the oil passages.
As can be seen from Fig. 4, the oil passage pia in the upper
cover 71'is inclined obliquely and downwards toward the bearing
bore 712 and hence, can be comprised of a blind bore made from
the side of the bearing bore 712 by a drill. Therefore, a blind
plug is not required, leading to reductions in number of
machining step and in number of parts or components. This is
because if the oil passage pio is comprised of a through-bore
extending from an outer surface of the upper cover 71 to the
bearing bore 712, it is necessary to close an opened end of the
through-bore adjacent the outer surface by a blind plug.
The oil collected from each of portions to be lubricated
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in the engine E into the crankcase ill is returned to the oil
pan 411 via openings lill and 1112 (see Fig.10 ) in the oil
case-coupled surface 115 of the engine block 11.
Figs.13 and 14 show a second embodiment of the present
invention. Fig.13 is a rear view of an engine block and an oil
case, and Fig.14 is an enlarged sectional view taken along a
line 14-14 in Fig.13.
The second embodiatent is different from the first
embodiment in respect of the structure of an exhaust system.
More specifically, an exhaust gas exiting from the exhaust port
25 is passed through the main exhaust gas passage 113 defined
in the engine block 11 into the first main exhaust passage ei
defined in the oil case 41 (see an arrow $ in Fig.10) and is
then passed through the communication bore e2 into the upper
exhaust gas expanding chamber e3 defined in the upper portion
of the exhaust gas passage defining member 48. The exhaust gas
within the upper exhaust gas expanding chamber e3 is passed
through the communication bore e4 into the second main exhaust
gas passage e5 defined in the oil case 41 and is then discharged
into the exhaust gas expanding chamber 49 in the extension case
42.
A subsidiary exhaust gas passage elo is defined in parallel
to a left side of the second main exhaust gas passage e5 to extend
upwards from the exhaust gas expanding chamber 49 in the
extension case 42. The subsidiary exhaust gas passage elo
communicates with a first subsidiary exhaust gas expandin.g
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chamber e12 defined between the oil case 41 and the exhaust gas
passage defining member 48 through a communication bore ell.
The first subsidiary exhaust gas expanding chamber e12
communicates with a second subsidiary exhaust gas expanding
chamber e24 defined between the oil case 41 and the exhaust gas
passage defining member 48 through a narrowed passage e13
defined between the oil case 41-and the exhaust gas passage
defining member 48 and having a throttling effect. The second
subsidiary exhaust gas expanding chamber e14 communicates with
an exhaust outlet e8 provided in the rear surface of the exheLust
gas passage defining member 48. A lower end of the second
subsidiary exhaust gas expanding chamber e14 communicates with
the second main exhaust gas passage e5 through the drainage bore
e9 and also with the upper exhaust gas expanding chamber e3 and
.16 the first subsidiary exhaust gas expanding chamber e12 through
a negative-pressure relief bore els defined in the exhaust gas
passage defining member 48.
Even according to the second embodiment, the area of the
oil case-coupled surface 11g coupling the-oil case 41 to the
engine block 11 is increased by the rearward protrusion of the
rear and lower portion of the engine block 11 and hence, it is
easy to dispose the first and second main exhaust gas passages
el and e5 and the- cooling-water passages wl and w4 in'the oil
case-coupled surface 115 without interference with the opening
in the oil pan 41, and as a result, the area of the opening in
the oil pan 411 can be increased, leading to an increased volume.
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Although the embodiments of the present invention have
been described in detail, it will be understood that the present
invention is not limited to the above-described embodiments,
and various modifications in design may be made without
departing from the subject matter of the invention.
For example, the vertical engine E of the outboard engine
system 0 has been illustrated in the embodiments, but the
present invention is applicable to a vertical engine in any
other application.
INDUSTRIAL APPLICABILITY
As discussed above, the present invention is applicable
to a vertical engine =in which an= oil pan .is coupled to an oil
pan-coupled surface formed on a lower surface of an engine block,
and a vertical engine in which an oil is supplied to a bearing
bore In a journal of a crankshaft, and preferably applicable
particularly to a vertical engine for an outboard engine'system.
