JP2004036584A - Oil circulation structure for internal combustion engine with torque converter - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize non-mixing of a lubricant and a torque converter return oil in a crank chamber by separately forming an oil passage for a torque converter operation oil and an oil passage of a crank shaft crank pin lubricant from one end of the crank shaft, in the crank shaft in which the torque converter is attached to an end. <P>SOLUTION: The oil circulation structure is provided with a central hole provided on an axis of the crank shaft from the one end of the crank shaft; a pipe inserted to the central hole and dividing the central hole to the oil passage for the operation oil of the torque converter and the oil passage for the lubricant of the crank shaft/crank pin; and a partition wall making the crank chamber to a closed structure communicatable with a mission chamber only through a one way valve. The return oil from the torque converter flows out not through the crank chamber. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an oil distribution structure of an internal combustion engine with a torque converter mounted on a four-wheel buggy vehicle (saddle-type vehicle for traveling on rough terrain) or the like.
[0002]
[Prior art]
Japanese Patent Publication No. 61-16866 discloses an example in which a double oil passage is formed in a torque converter shaft. This example is an example in which pressure oil can be supplied and discharged from both ends of the shaft. On the other hand, when a torque converter is provided on the crankshaft and a dual oil path is provided for the supply of hydraulic oil for the torque converter and the supply of lubricating oil for the crankshaft, lubrication is possible only from one end of the crankshaft. Therefore, it is difficult to discharge the return oil of the hydraulic oil of the torque converter without mixing with the crankshaft lubricating oil.
[0003]
[Problem to be solved]
The present invention provides a torque converter hydraulic oil passage and a crankshaft in a crankshaft in a state where a torque converter is mounted on the crankshaft and oil can be supplied only from one end of the shaft due to a structural limitation of the crankshaft. An object of the present invention is to separately form an oil passage for a crankpin lubricating oil and a separate oil passage for an outflow so that lubricating oil and torque converter return oil are not mixed in the crank chamber.
[0004]
The reason for forming the separate oil passage is that the required oil amount and oil pressure of the crankshaft and crankpin lubrication oil are smaller than the required oil amount and oil pressure of the torque converter hydraulic oil. This is because waste occurs. Also, if a large amount of return oil from the torque converter flows into the crank chamber, it becomes a resistance to the rotation of the crank web, which is not preferable.
[0005]
Means and effects for solving the problem
The present invention has solved the above-mentioned problem, and the invention according to claim 1 is an oil circulation structure for an internal combustion engine with a torque converter in which a torque converter is provided on a crankshaft. A center hole provided on the axis of the shaft, a pipe inserted into the center hole, and dividing the center hole into a hydraulic oil passage for a torque converter and a lubricating oil passage for a crankshaft and a crankpin; A partition having a sealed structure that allows the chamber to communicate with the mission chamber only via a one-way valve, so that return oil from the torque converter flows out without passing through the crank chamber. Oil distribution structure of internal combustion engine with torque converter.
[0006]
Since the oil circulation structure of the internal combustion engine with the torque converter of the present invention is configured as described above, the hydraulic oil for the torque converter and the lubricating oil for the crankshaft and the crankpin are supplied to the respective supply destinations in required amounts, In addition, the crank chamber has a sealed structure that can communicate with the transmission chamber only via a one-way valve, lubricating oil for the crankshaft and crank pin is sent to the crank chamber, and return oil from the torque converter is not allowed to enter the crank chamber. The return oil from the torque converter does not mix with the lubricating oil of the crankshaft and the crankpin supplied into the crank chamber, and the oil accumulated on the crank web in the crank chamber is removed. Without stirring, the rotation of the crankshaft can be smoothly performed without resistance. Also, since only the lubricating oil for the crankshaft and the crankpin can enter the crankcase, the capacity of the crankcase can be reduced, and the weight of the entire crankcase can be reduced.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1 is a side view of a four-wheel buggy (a saddle riding type vehicle for traveling on rough terrain) equipped with a power unit provided with an automatic transmission according to an embodiment of the present invention. This buggy vehicle includes a pair of left and right front wheels 2 and a pair of rear wheels 3 at the front and rear of a body frame 1, and a power unit 6 in which an internal combustion engine 4 and a transmission 5 are integrated is supported at the center of the body frame 1. . The power unit 6 is arranged such that the crankshaft 7 faces the front and rear direction of the vehicle body. The rotation of the crankshaft 7 is transmitted to an output shaft 11 shown through a main shaft 8, an intermediate shaft 9, and a counter shaft 10 of the transmission described below. Each of the above shafts is parallel to the crankshaft, and is arranged in the front-rear direction of the vehicle body. The front wheel 2 is driven by a front wheel drive shaft 12 connected to the front end of the output shaft 11, and the rear wheel 3 is driven by a rear wheel drive shaft 13 connected to the rear end of the output shaft 11. A steering handlebar 14, a fuel tank 15, and a saddle-shaped seat 16 are sequentially mounted on the upper part of the vehicle body from the front.
[0008]
FIG. 2 is a front view of a cross section of the crankcase 23 of the power unit. The figure shows the crankshaft 7, the main shaft 8, the intermediate shaft 9, the counter shaft 10, and the output shaft 11, and further shows the positions of the shift forks 17, 18, the shift fork guide shaft 19, and the shift drum 20. It is. A balance weight shaft 21 is provided near the crankshaft 7. 3 is a cross-sectional view including the crankshaft 7 and the main shaft 8, FIG. 4 is a cross-sectional development view including the main shaft 8, the counter shaft 10, the output shaft 11, and the guide shaft 19 of the shift fork, and FIG. FIG. 3 is a cross-sectional development view including a counter shaft 10 and a guide shaft 19 of a shift fork. A cross-sectional view and a cross-sectional developed view including these shafts show a power transmission mechanism. In particular, FIGS. 4 and 5 show a portion related to the automatic transmission.
[0009]
FIG. 3 shows a power transmission mechanism relating to the crankshaft 7 and the main shaft 8. The crankcase portion of the power unit includes a front crankcase cover 24, a front crankcase 25, a rear crankcase 26, and a rear crankcase cover 27 from the front. The crankshaft 7 is rotatably supported on the front crankcase 25 via a roller bearing 43 and on the rear crankcase 26 via a ball bearing 44. The ball bearing 44 is press-fitted for axial positioning of the crankshaft. The reason why the crankshaft 7 is supported by the front crankcase 25, particularly via the roller bearing 43, is to reduce the noise caused by the reaction force of the primary drive gear 34. The front extension of the crankshaft 7 is supported by the front crankcase cover 24 via a ball bearing 45. The crankshaft 7 is divided into front and rear portions, and is connected to the crank web 7a by a crankpin 7b, and a connecting rod 28 is supported by the crankpin 7b.
[0010]
At the rear end of the crankshaft 7, an AC generator 29 that generates electric power by rotation of the crankshaft 7 and a recoil starter 102 are mounted. The end of the crankshaft 7 on the side of the AC generator 29 is supported by a ball bearing 103 on the rear crankcase cover 27 via a member on the side of the recoil starter 102 and is prevented from swaying. An oil seal 104 is mounted adjacent to the ball bearing 103 so that lubricating oil on the crankshaft 7 side does not flow into the recoil starter chamber 105.
[0011]
A torque converter 30 is mounted at the front of the crankshaft 7, and a primary drive gear 34 is held adjacent to the torque converter 30 so as to be rotatable relative to the crankshaft 7. The torque converter 30 includes a pump impeller 31 fixed to the crankshaft 7, a turbine runner 32 facing the pump impeller 31, and a stator 33. A turbine runner 32 is connected to the primary drive gear. Hydraulic oil to the torque converter 30 is supplied from the front crankcase cover 24 between the outer pipe 36 and the inner pipe 37 of the double pipe inserted into the center hole of the crankshaft 7. The lubricating oil for the crankpin 7b is supplied through the inner pipe 37. The double pipe is elastically held on the front crankcase cover 24 via an O-ring, and the eccentricity of the shaft is absorbed.
[0012]
A tubular auxiliary main shaft 38 is provided on the outer periphery of the front half of the main shaft 8. The auxiliary main shaft 38 is rotatably supported by front and rear crankcases 25 and 26 via ball bearings 46 and 47. The front half of the main shaft 8 penetrates through the center hole of the auxiliary main shaft 38 and is rotatably supported by the auxiliary main shaft 38 via a needle bearing 48. The rear portion of the main shaft 8 is provided with a ball bearing 49 on the rear crankcase 26. It is rotatably supported through. The main shaft 8 and the auxiliary main shaft 38 are mutually rotatable.
[0013]
At the front of the main shaft 8, a primary driven gear 35 that is always meshed with the primary drive gear 34 is fixed. The rotation of the crankshaft 7 is transmitted to the primary drive gear 34 via the torque converter 30, further transmitted to the primary driven gear 35 meshing with the primary drive gear 34, and transmitted to the main shaft 8 through primary reduction by these two gears. . The main shaft 8 is constantly rotating during operation of the internal combustion engine.
[0014]
A first-speed hydraulic multi-plate clutch 39 is provided at the front end of the auxiliary main shaft 38 and in front of the ball bearing 46. After the ball bearing 46, a first-speed drive gear A1 and a reverse drive gear A2 are fixed to the auxiliary main shaft 38. The inner 39a of the first-speed hydraulic multi-plate clutch 39 is integral with the primary driven gear 35 fixed to the main shaft 8, and the outer 39b is fixed to the auxiliary main shaft 38. When the first-speed hydraulic multi-plate clutch 39 is connected by hydraulic pressure, the main shaft 8 and the auxiliary main shaft 38 are connected via the primary driven gear 35 and the first-speed hydraulic multi-plate clutch 39 to rotate the main shaft 8. Is transmitted to the first speed drive gear A1 and the reverse drive gear A2 of the auxiliary main shaft 38.
[0015]
At the rear end of the main shaft 8 and after the ball bearing 49, a second-speed drive gear A3 having a diameter larger than that of the first-speed drive gear A1 is relatively rotatably held. A hydraulic multi-plate clutch 40 is provided. The inner 40a is fixed to the main shaft 8, and the outer 40b is connected to the second speed drive gear A3 so as to be integrally rotatable. When the second-speed hydraulic multi-plate clutch 39 is connected by hydraulic pressure, the rotation of the main shaft 8 is transmitted to the second-speed drive gear A3.
[0016]
When connecting the first-speed and second-speed clutches, pressure oil is supplied to only one of them and connected. Hydraulic oil to the first-speed hydraulic multi-plate clutch 39 is supplied from between the outer tube 50 and the inner tube 51 of the double tube inserted into the center hole of the main shaft 8 from the front crankcase cover 24, The hydraulic oil to the hydraulic multi-plate clutch 40 is supplied through the inner pipe 51 of the double pipe. The switching of the pressure oil supply destination is performed by switching the oil passage in the valve body 53 by energizing the solenoid valve 52, and the oil passages 54 and 55 in the front crankcase cover 24 connected to the double pipe are switched. This switching energization operation is automatically performed by a command signal from an electronic control unit based on parameters such as a vehicle speed and a throttle opening. The double pipe is elastically held by the front crankcase cover 24 via an O-ring, and the eccentricity of the shaft is absorbed.
[0017]
FIG. 4 shows a power transmission mechanism from the main shaft 8 to the counter shaft 10 and the output shaft 11. The counter shaft 10 is rotatably supported by front and rear crankcases 25 and 26 via ball bearings 56 and 57, and the output shaft 11 is mounted on the front crankcase cover 24, the rear crankcase 26, and the rear crankcase cover 27 by ball bearings. It is rotatably supported via 58, 59, 60.
[0018]
On the counter shaft 10, a first speed driven gear B1 and a reverse driven gear B2 are relatively rotatably held, and a forward / reverse selecting dog clutch 41 is provided between them. By operation, one of the gears B1 and B2 can be fixed to the counter shaft 10. A high drive gear B3, a low drive gear B4, and a second speed driven gear B5 are further fixed to the counter shaft 10. The high drive gear B3 has a larger diameter than the low drive gear B4.
[0019]
A high driven gear C1 and a low driven gear C2 are relatively rotatably held on the output shaft 11, and a high / low selecting dog clutch 42 is provided between them. Either can be fixed to the output shaft. The shift forks 17 and 18 are both supported by a guide shaft 19. The tips of the shifter pins 17a, 18a provided on the shift forks 17, 18 are inserted into cam grooves 20a, 20b provided as dedicated grooves for the respective shifter pins on the shift drum 20 shown in FIG. The rotation of the shift drum 20 is manually operated by the rider via an operation cable (not shown) connected to a shift lever (not shown) provided on the handlebar 14 of the vehicle.
[0020]
The first speed driven gear B1 rotatably held by the counter shaft 10 is always meshed with the first speed drive gear A1 of the auxiliary main shaft 38. The reverse driven gear B2 rotatably held by the counter shaft 10 is always meshed with the reverse drive gear A2 of the auxiliary main shaft 38 via rotation direction changing gears M1 and M2 described later. The high drive gear B3 and the low drive gear B4 fixed to the counter shaft 10 are always meshed with the high driven gear C1 and the low driven gear C2 held rotatably relative to the output shaft 11, respectively. . The second speed driven gear B5 always meshes with the second speed drive gear A3 of the main shaft 8.
[0021]
FIG. 5 shows a power transmission mechanism from the main shaft 8 to the counter shaft 10 via the intermediate shaft 9. The intermediate shaft 9 is supported by front and rear crankcases 25 and 26. Rotation direction changing gears M1 and M2 are held on the intermediate shaft 9 so as to be relatively rotatable. The rotation direction changing gears M1 and M2 are idle gears having a common boss. The gear M2 has a smaller diameter than the gear M1. The rotation direction changing gear M1 is always meshed with the reverse drive gear A2 fixed to the auxiliary main shaft 38, and the rotation direction changing gear M2 is always meshed with the reverse driven gear B2 of the counter shaft 10.
[0022]
For convenience of description of the shifting operation, the first-speed clutch 39 of the hydraulic multi-plate clutch is selected as “first speed”, the second-speed clutch 40 is selected as “second speed”, and the forward / backward selection dog clutch 41 is selected as one. The selection of the high-speed driven gear B1 side is “forward”, the selection of the reverse driven gear B2 side is “reverse”, the selection of the high driven gear C1 side of the dog clutch 42 for high / low selection is “high gear”, and the selection of the low driven gear C2 side is “ "Low gear".
[0023]
There are six combinations of the hydraulic clutch and the dog clutch, and the following are arranged in order from the one with the lowest vehicle speed to the one with the highest vehicle speed, and the gear train that operates in each option is also shown.
1. When moving forward:
(A) 1st speed, forward, low gear: A1-B1-B4-C2,
(B) 1st speed, forward, high gear: A1-B1-B3-C1,
(C) 2nd speed, low gear: A3-B5-B4-C2,
(D) Second speed, high gear: A3-B5-B3-C1.
2. In case of retreat:
(A) 1st speed, reverse, low gear: A2-M1-M2-B2-B4-C2,
(B) 1st speed, reverse, high gear: A2-M1-M2-B2-B3-C1.
[0024]
In FIG. 2, the crank chamber 61 and the transmission chamber 62 are partitioned by a partition 63, and the partition 63, the front crankcase 25, and the rear crankcase 26 form a so-called closed crank chamber. A one-way valve 64 is provided in a lower communication portion between the crank chamber 61 and the transmission chamber 62, and the oil in the crank chamber 61 is pushed by the pressure in the crank chamber 61 which rises when the piston descends. It flows out to the mission chamber 62 via the one-way valve 64.
[0025]
6 is a longitudinal sectional view of a power unit including the crankshaft 7, the oil pump shaft 90, and the one-way valve 64. FIG. 7 is a partially enlarged view of FIG. 6, showing the front half of the crankshaft 7 and its periphery. . The arrow in the figure is the flow direction of the oil. 6, an oil filter 65 is mounted on the front side of the front crankcase cover 24. Hydraulic oil flowing from the front crankcase cover 24 side to the torque converter 30 in front of the crankshaft 7 via the oil filter 65 was inserted into the center hole 80 of the crankshaft 7 from the front crankcase cover 24 side. As shown in FIG. 7, the diameter of the crankshaft 7 is supplied from a space surrounded by the inner pipe 37, the crankshaft 7, and the seals 66 and 67. It enters the torque converter 30 via the directional oil passage 69.
[0026]
After the oil that has flowed out of the torque converter 30 lubricates the bearing portion, it passes through radial oil passages 70 and 71 of the crankshaft 7 shown in FIG. 7 and is surrounded by the inner pipe 37, the crankshaft 7, and seals 67 and 68. After flowing out into the space defined, the oil passes through a radial oil passage 72 of the crankshaft 7, an annular small chamber 73 between the crankshaft 7 and the front crankcase 25, and an oil passage 74 provided in the front crankcase, as shown in FIG. After passing through a check valve 75 and an outflow oil passage 76, the oil flows out to a lower space 62a of the transmission chamber 62. An oil seal 78 for sealing the bearing portion and an oil seal 79 outside the small chamber are mounted in the annular gap before and after the annular small chamber 73 formed between the crankshaft 7 and the front crankcase 25. To prevent oil leaks from The positions of the annular small chamber 73, the oil passage 74, and the check valve 75 as viewed from the front side of the power unit are shown in FIG. 9 described later.
[0027]
In order for the torque converter 30 to operate normally, the hydraulic oil in the torque converter 30 needs to maintain a pressure equal to or higher than a certain fixed value. The check valve 75 is provided at the end of the hydraulic oil outflow path in order to maintain the pressure on the upstream side, that is, the pressure of the hydraulic oil in the torque converter 30 at a predetermined value or more. Further, the check valve has an effect that the oil in the torque converter does not flow out even when the internal combustion engine is left for a long time.
[0028]
The lubricating oil flowing toward the crankpin 7b passes from the front crankcase cover 24 side to the inside of the inner pipe 37 inserted into the crankshaft center hole 80, the oil passage at the end of the crankshaft center hole 80, and the radial direction of the crankshaft. It is supplied via an oblique oil passage 81. The inside of the cylinder and the lower part of the piston are lubricated by an oil jet ejected from the oil ejection device 82 (an oil passage toward the oil ejection device 82 is not shown).
[0029]
Both the oil supplied via the radially oblique oil passage 81 of the crankshaft and the oil jetting device 82 are shown in FIGS. 2 and 6 in the crank chamber 61 after lubricating required portions. It falls into the lower space 61a of the crankcase. As described above, the crank chamber 61 is a closed crank chamber. The gap between the fixed portion and the rotating portion in the bearing portion is formed by the bearing portion sealing oil seal 78 on the front side and the bearing portion sealing oil seal on the rear side. Sealed by a seal 84. Therefore, the oil in the lower space 61 a of the crank chamber is pushed out to the lower space 62 a of the transmission chamber 62 via the one-way valve 64 due to the pressure increase when the piston descends, and merges with the oil flowing out of the check valve 75.
[0030]
FIG. 8 is a longitudinal sectional view of a power unit including a counter shaft 10, an output shaft 11, a shift fork guide shaft 19, a shift drum 20, an oil pump shaft 90, and a strainer 85. The arrows in the figure indicate the flow direction of the oil. The oil pump installed in front of the strainer 85 is a dual oil pump in which a rear oil pump 88 and a front oil pump 89 are mounted on the same oil pump shaft 90. The rear oil pump 88 is connected to the strainer upper space 87. The front shape of the periphery of the strainer 85 is shown in FIG.
[0031]
FIG. 9 is a front view of the pump and the like between the front crankcase cover and the front crankcase, and FIG. 10 is a front view of an oil filter and the like on the front of the front crankcase cover. The arc-shaped arrows in FIG. 9 indicate the rotation direction of the pump impeller 31 of the torque converter. As shown in FIGS. 6 and 9, the oil pump shaft 90 is driven via a sprocket 91 mounted on the crankshaft 7, a sprocket 92 mounted on the oil pump shaft 90, and a chain 93 bridged therebetween. You.
[0032]
The oil that has fallen into the lower space 62a of the transmission chamber 62 shown in FIGS. 2 and 6 and has flowed into the lower space 86 of the strainer shown in FIGS. 2 and 8 passes through the strainer 85 through the strainer 85 by the operation of the oil pump. The air enters the upper space 87, is sucked by the rear oil pump 88 connected to the strainer upper space 87 in FIG. 8, and is discharged from the rear pump discharge pipe 94 shown in FIG. 6 to an oil tank (not shown). The oil in the oil tank is sucked from a suction pipe 95 shown in FIG. 8 by a front oil pump 89, and is passed through a front pump discharge pipe 96 shown in FIG. 6 to the oil filter shown in FIGS. Sent to 65. The pressure of the oil fed into the oil filter 65 is maintained at a predetermined value by a pressure control valve 98 (FIGS. 6 and 9) connected to a branch pipe 97 branched from the front pump discharge pipe 96.
[0033]
Part of the oil that has been sent to the oil filter 65 and purified and discharged therefrom is sent to the double pipe in the crankshaft, as described above, and the hydraulic oil for the torque converter 30 and the bearing oil on the outer periphery of the crankshaft. It becomes lubricating oil and lubricating oil for the crankpin 7b. The other part is sent as lubricating oil to the bearings of the respective rotating shafts in the transmission chamber 62 through oil passages formed in the crankcase covers 24, 27 and the crankcases 25, 26. Still another part is a first-speed hydraulic multi-plate for a first-speed / second-speed switching via a valve body 53 equipped with a linear solenoid valve 52A and a shift solenoid valve 52B shown in FIG. It is sent to the clutch 39 or the second-speed hydraulic multi-plate clutch 40 for pressurization. The energization ON / OFF of the solenoid valve is controlled by an electronic control unit.
[0034]
6, a water pump 99 is connected to the front end of the oil pump shaft 90, and the water pump shaft 100 rotates coaxially with the oil pump shaft 90. The water discharged from the water pump is sent to the periphery of the cylinder via the discharge port 101 for cooling.
[0035]
As described in detail above, in the internal combustion engine with the torque converter of the present embodiment, the torque converter is mounted on the crankshaft, and in a state where oil can be supplied only from one end of the shaft due to structural restrictions of the crankshaft, The oil passage for the torque converter hydraulic oil and the oil passage for the crankshaft and crankpin lubricating oil are separately formed in the crankshaft, the crankcase is sealed, and the amount of oil supplied to the crankcase is the minimum required for the crank rotation. The amount of oil supplied to the entire crank system is reduced by limiting the amount to a minimum, and thereby the capacity of the crankcase is reduced, and the weight of the entire crankcase is reduced.
[0036]
In addition, the torque converter return oil passage is made a separate oil passage from the crankshaft / crank pin lubrication oil passage so that the torque converter return oil is not mixed into the lubricating oil in the crank chamber. Because the oil flows out from the oil passage that does not pass through the chamber, the crank web does not stir the oil accumulated in the crank chamber, and therefore, there is no influence of friction due to the agitation of the crank web, and there is no resistance to the rotation of the crank shaft. We are trying to make it smooth.
[0037]
Also, a check valve is provided at the end of the dedicated return oil passage from the torque converter to maintain the hydraulic oil pressure of the torque converter at or above a certain value required by the torque converter, thereby improving the transmission efficiency of the torque converter. I am planning.
[Brief description of the drawings]
FIG. 1 is a side view of a four-wheel buggy (saddle-type vehicle for traveling on rough terrain) equipped with a power unit including an automatic transmission according to an embodiment of the present invention.
FIG. 2 is a front view of a cross section of a crankcase 23 of the power unit.
FIG. 3 is a sectional view including a crankshaft 7 and a main shaft 8.
FIG. 4 is a sectional development view including a main shaft 8, a counter shaft 10, an output shaft 11, and a guide shaft 19 of a shift fork.
FIG. 5 is a sectional development view including a main shaft 8, an intermediate shaft 9, a counter shaft 10, and a guide shaft 19 of a shift fork.
FIG. 6 is a longitudinal sectional view of a power unit including the crankshaft 7 and the one-way valve 64.
FIG. 7 is a partially enlarged view of FIG. 6;
8 is a longitudinal sectional view of a power unit including a counter shaft 10, an output shaft 11, a shift fork guide shaft 19, a shift drum 20, and a strainer 85. FIG.
FIG. 9 is a front view of a pump and the like between the front crankcase cover and the front crankcase.
FIG. 10 is a front view of an oil filter and the like on a front surface of a front crankcase cover.
[Explanation of symbols]
A1: 1st speed drive gear, A2: reverse drive gear, A3: 2nd speed drive gear, B1: 1st speed driven gear, B2: reverse drive gear, B3: high drive gear, B4: low drive gear B5: 2nd speed driven gear, C1: high driven gear, C2: low driven gear, M1: rotation direction changing gear, M2: rotation direction changing gear, 1 ... body frame, 2 ... front wheel, 3 ... rear wheel, 4 ... internal combustion engine, 5 ... transmission, 6 ... power unit, 7 ... crankshaft, 7a ... crank web, 7b ... crankpin, 8 ... main shaft, 9 ... intermediate shaft, 10 ... counter shaft, 11 ... output shaft, 12 ... Front wheel drive shaft, 13 ... rear wheel drive shaft, 14 ... steering handle, 15 ... fuel tank, 16 ... saddle type seat, 17 ... shift fork, 18 ... shift fork, 19 ... guide shaft, 20 ... shift drum, 20a, 20b: cam groove, 21: bar Weight shaft, 23 ... crankcase, 24 ... front crankcase cover, 25 ... front crankcase, 26 ... rear crankcase, 27 ... rear crankcase cover, 28 ... connecting rod, 29 ... alternator, 30 ... torque converter, DESCRIPTION OF SYMBOLS 31 ... Pump impeller, 32 ... Turbine runner, 33 ... Stator, 34 ... Primary drive gear, 35 ... Primary driven gear, 36 ... Outer pipe, 37 ... Inner pipe, 38 ... Auxiliary spindle, 39 ... 1st speed hydraulic multi-plate Clutch, 39a: inner, 39b: outer, 40: 2nd-speed hydraulic multi-plate clutch, 40a: inner, 40b: outer, 41: forward / backward selection dog clutch, 42: high / low selection dog clutch, 43: roller bearing , 44: ball bearing, 45: ball bearing, 46: ball bearing, 47: ball bearing, 48: d Dollar bearing, 49 ... Ball bearing, 50 ... Outer tube, 51 ... Inner tube, 52 ... Solenoid valve, 52A ... Linear solenoid valve, 52B ... Shift solenoid valve, 53 ... Valve body, 54 ... Oil passage, 55 ... Oil passage, 56 ... ball bearings, 57 ... ball bearings, 58 ... ball bearings, 59 ... ball bearings, 60 ... ball bearings, 61 ... crank chamber, 61a ... lower space of the crank chamber, 62 ... transmission chamber, 62a ... lower space of the transmission chamber, 63 ... partition wall, 64 ... one way valve, 65 ... oil filter, 66 ... seal, 67 ... seal, 68 ... seal, 69 ... radial oil path, 70 ... radial oil path, 71 ... radial oil path, 72 ... Radial direction oil passage, 73 ... annular small chamber, 74 ... oil passage, 75 ... check valve, 76 ... outflow oil passage, 78 ... oil seal for sealing bearing part, 79 ... oil seal outside small chamber, Reference numeral 80: center hole, 81: oblique oil passage in the crankshaft radial direction, 82: oil ejection device, 84: oil seal for sealing a bearing portion, 85: strainer, 86: lower space of strainer, 87: upper space of strainer, 88: rear side Oil pump, 89 front oil pump, 90 oil pump shaft, 91 sprocket, 92 sprocket, 93 chain, 94 rear pump discharge pipe, 95 suction pipe, 96 front pump discharge pipe, 97 branch Pipe: 98: pressure control valve, 99: water pump, 100: water pump shaft, 101: discharge port, 102: recoil starter, 103: ball bearing, 104: oil seal, 105: recoil starter chamber.

Claims (1)

In an oil circulation structure of an internal combustion engine with a torque converter in which a torque converter is provided on a crankshaft,
A center hole provided from one end of the crankshaft on the axis of the crankshaft,
A pipe inserted into the center hole and dividing the center hole into a hydraulic oil passage for a torque converter and a lubricating oil passage for a crankshaft and a crankpin;
A partition having a closed structure that allows the crank chamber to communicate with the transmission chamber only via a one-way valve,
An oil distribution structure for an internal combustion engine with a torque converter, wherein return oil from the torque converter flows out without passing through the crankcase.

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