CN1746466A - Engine - Google Patents
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- CN1746466A CN1746466A CN 200510099871 CN200510099871A CN1746466A CN 1746466 A CN1746466 A CN 1746466A CN 200510099871 CN200510099871 CN 200510099871 CN 200510099871 A CN200510099871 A CN 200510099871A CN 1746466 A CN1746466 A CN 1746466A
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- motor
- oil
- grease chamber
- crankcase
- centrifugal clutch
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- Lubrication Of Internal Combustion Engines (AREA)
- General Details Of Gearings (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
The invention provides an engine capable of sufficiently cooling a friction portion of a centrifugal clutch by oil. A right side auxiliary crank chamber 67 surrounding the centrifugal clutch 19 is formed in one side part of a crank case 12. An oil chamber 76 in which oil amount for immersing a lower end part of the centrifugal clutch 19 is stored is formed in a lower part inside the right side auxiliary crank chamber 67.
Description
Technical field
The present invention relates to a kind of motor, wherein centrifugal clutch is installed on the end of bent axle.
Background technique
Such a kind of conventional engines has open at patent document 1.Disclosed this motor is a kind of motorcycle, water-cooled, four circulation single-cylinder engines of being used in patent document 1, and it is installed on the vehicle frame of motorcycle, and the parallel axes of its bent axle is laterally extended in car body.
In the crankcase of motor, motor generator set is installed on the end in car body left side, and centrifugal clutch is installed on the other end on car body right side.This centrifugal clutch has a cylindrical piece that is supported by bent axle rotationally, and an inner member, and this inner member is connected with bent axle and rotates therewith and be inserted in this cylindrical piece.Along with the rotating speed of bent axle raises, this inner member is just because action of centrifugal force and contacting with the internal surface of cylindrical piece, thus with power internally element pass to cylindrical piece.
In this motor, centrifugal clutch is entered into the oil lubrication of axial component from the oil duct that forms along crankshaft center line.
Except the prior art described in the prior art information of this paper, the applicant does not find other approaching with the present invention before submit applications any prior art.
[patent document 1] JP-A-2003-262112, and the publication application (the 3rd page to the 5th page, Fig. 3).
Summary of the invention
[the problem to be solved in the present invention]
Usually, centrifugal clutch generates heat when friction means slides mutually, and when temperature became too high, the wearing and tearing of friction means will be quickened.By supplying oil on the friction means and, can making the temperature of centrifugal clutch keep lower with its cooling.
But, because in conventional engines, the centrifugal clutch that forms of structure has a kind of lubricating structure as mentioned above, wherein be supplied to oil in the axial component owing to action of centrifugal force is supplied on the friction means, so friction means can not be sufficiently cooled.
Submerged in oil up to centrifugal clutch when oil increases, centrifugal clutch just can be cooled.But stirred in this case, and the loss that produces also increases by the engine rotation element.
Therefore the present invention, an object of the present invention is to provide a kind of motor in order to overcome this problem, and wherein the friction means of centrifugal clutch can fully be cooled off by oil.Another object of the present invention is to realize the cooling of the friction means of centrifugal clutch, can reduce churning loss again simultaneously.
[method that addresses this problem]
In order to reach this purpose, become according to engine design of the present invention, wherein centrifugal clutch is installed on the end of bent axle, the auxiliary crank chamber that it is characterized in that surrounding this centrifugal clutch is formed at a side of crankcase, the grease chamber is arranged at the bottom in this auxiliary crank chamber, and it can lay in enough oil so that with the bottom submergence of centrifugal clutch.
Motor of the present invention according to claim 2 is a motor of the present invention according to claim 1, it is characterized in that this grease chamber has: an oil-in, and oil is supplied into by this inlet; With an oil drain out, the oil that the centrifugal clutch that is rotated splashes down is discharged by this oil drain out.
Motor of the present invention according to claim 3 is a motor of the present invention according to claim 2, and the steering force transfer unit that it is characterized in that speed changer is arranged on the back, grease chamber on the centrifugal clutch sense of rotation.
Motor of the present invention according to claim 4 is a motor of the present invention according to claim 1, it is characterized in that the oil in the grease chamber is to eject from the lubricated parts of motor.
Motor of the present invention according to claim 5 is a motor of the present invention according to claim 4, and the lubricated parts that it is characterized in that described motor are big ends of connecting rod.
Motor of the present invention according to claim 6 is a motor of the present invention according to claim 1, it is characterized in that this grease chamber is formed by crankcase and the clutch cover that is connected on this crankcase one side.
Motor of the present invention according to claim 7 is a motor of the present invention according to claim 6, it is characterized in that it has a structure of being installed on the body of motor cycle, have such height and be used to limit the wall grease chamber, that be formed at centrifugal clutch rear on the body of motor cycle, the upper end of its this wall is positioned on the lower end of centrifugal clutch.
Motor of the present invention according to claim 8 is a motor of the present invention according to claim 1, it is characterized in that at least when motor moves, and the pasta of deposit in crankcase bottom is lower than the pasta of grease chamber.
Motor of the present invention according to claim 9 is a motor of the present invention according to claim 8, the pasta of grease chamber when the pasta of grease chamber is lower than the motor output services when it is characterized in that engine idle work.
Motor of the present invention according to claim 10 is a motor of the present invention according to claim 8, it is characterized in that the pasta of grease chamber was not higher than the pasta of deposit in crankcase bottom when motor turned round.
Motor of the present invention according to claim 11 is a motor of the present invention according to claim 5, it is characterized in that the external diameter of the external diameter of centrifugal clutch, and the pasta of grease chamber is lower than the lower end of crankweb when engine running greater than crankweb.
[invention effect]
According to the present invention, the peripheral components of centrifugal clutch can be laid in the grease chamber oil cooling but.Therefore, in the present invention, the heating friction means of centrifugal clutch can be directly by oil cooling but, thereby can suppress its wear process.
According to the summary of the invention of claim 2, because the pasta of grease chamber can not reduce when the peripheral components of centrifugal clutch rotates, therefore oil is retained in the grease chamber when motor stops.Like this, even just starting at once of vehicle after engine start, the heating component of centrifugal clutch also can be cooled reliably.
According to the summary of the invention of claim 3, the oil that splashes down by the rotation of the peripheral components of centrifugal clutch attached to and the steering force transfer unit of lubricated speed changer.Therefore, in motor according to the present invention, compare with the situation that the oily feeding mechanism of oil by special use is supplied on the steering force transfer unit of speed changer, like this number of spare parts still less, cost also can reduce.
According to the summary of the invention of claim 4, do not need an oily feeding mechanism ad hoc to supply oil in the grease chamber.Therefore, be supplied to the situation of grease chamber to compare with the oily feeding mechanism of oil by special use, in motor according to the present invention, number of spare parts still less, cost also can reduce.
According to the summary of the invention of claim 5, with respect to other lubricated parts of motor, more relatively oil is supplied on the big end of connecting rod.Therefore, in motor according to the present invention, owing to there is abundant oil to be supplied in the grease chamber, the peripheral components of centrifugal clutch can be cooled off reliably.
According to the summary of the invention of claim 6, the grease chamber can be limited jointly by crankcase and clutch cover.Like this, in motor according to the present invention, owing to can utilize the existing parts of motor to form grease chamber 76, therefore, the situation that forms the grease chamber with parts that utilization and crankcase and clutch cover separate is compared, like this part still less, cost also can reduce.
Summary of the invention according to claim 7, when motor according to the present invention is installed on the motorcycle, even motor tilts and when having high load to act on the motor, for example during the vehicle climbing, the friction means of centrifugal clutch also can contact with the oil in the grease chamber.Therefore, even the friction means of centrifugal clutch trends towards mutually sliding and heating, for example when vehicle when climbing, these parts also can be reliably by oil cooling but.
Summary of the invention according to Claim 8, oil can be laid in the grease chamber reliably when engine running.Thereby can further suppress the wear process of centrifugal clutch.
According to the summary of the invention of claim 9, can reduce under idling work the churning loss of by centrifugal clutch the oil in the grease chamber being stirred and causing.Therefore, the idling speed of motor can reduce, and the stability of engine idle work can be maintained at higher level.
According to the summary of the invention of claim 10, after engine start, centrifugal clutch can immediately or just begin after the short time to be cooled.
According to the summary of the invention of claim 11, crankweb can not stir oil when engine running.
Description of drawings
Fig. 1 is the side view that is equipped with according to the motorcycle of motor of the present invention.
Fig. 2 is the right elevation according to motor of the present invention.
Fig. 3 is the right elevation of crankcase left-half.
Fig. 4 is the left view of crankcase left-half.
Fig. 5 is the left view of crankcase left-half.
Fig. 6 is the right elevation of crankcase left-half.
Fig. 7 is the left view of crankcase right half part.
Fig. 8 is the right elevation of crankcase right half part.
Fig. 9 is a perspective view, has shown a part that forms the clutch cover of oil filter casing.
Figure 10 is the sectional view of X-X along the line on Fig. 2.
Figure 11 is the sectional view of XI-XI along the line on Fig. 3.
Figure 12 is the sectional view of XII-XII along the line on Fig. 5.
Figure 13 is a sectional view, has shown the structure of a cylinder side oil duct.
Figure 14 is a sectional view, has shown the oil duct that is used for oil is supplied to the main shaft oil duct.
Figure 15 is a sectional view, has shown the oil duct that is used for oil is supplied to the live axle oil duct.
Figure 16 is a sectional view, has shown the grease chamber in the right redundant crank chamber.
Figure 17 is a sectional view, has shown the steering force transfer unit of speed changer.
Figure 18 is a perspective view, has shown the general structure of oil duct.
Embodiment
At length an embodiment according to motor of the present invention is described below in conjunction with Fig. 1 to Figure 18.
Fig. 1 is one and is equipped with the side view according to the motorcycle of motor of the present invention, and Fig. 2 is the right elevation according to motor of the present invention, and Fig. 3 is the right elevation of crankcase left-half, and wherein the form with the cross section has shown bent axle and cylinder block.Fig. 4 and Fig. 5 are the left views of crankcase left-half.Fig. 4 has shown that part is assembled into the state of crankcase left-half, and Fig. 5 has shown the state that has only the crankcase left-half.
Fig. 6 is the right elevation of crankcase left-half, Fig. 7 is the left view of crankcase right half part, Fig. 8 is the right elevation of crankcase right half part, Fig. 9 is a perspective view, shown a part that forms the clutch cover of oil filter casing, Figure 10 is the sectional view of X-X along the line on Fig. 2, Figure 11 is the sectional view of XI-XI along the line on Fig. 3, Figure 12 is the sectional view of XII-XII along the line on Fig. 5, Figure 13 is a sectional view, the structure that has shown a cylinder side oil duct, Figure 14 are the sectional views of XIV-XIV along the line on Fig. 6, have shown the oil duct that supplies oil in the main shaft oil duct.Figure 15 is the sectional view of XV-XV along the line on Fig. 7, has shown the oil duct in the oil duct that supplies oil to live axle.Figure 16 is the sectional view of XVI-XVI along the line on Fig. 8, has shown the grease chamber in the right redundant crank chamber.Figure 17 is the sectional view of XVII-XVII along the line on Fig. 8, has shown the steering force transfer unit of speed changer.Figure 18 is a perspective view, has shown the total structure of oil duct, and wherein (a) is the view of seeing from the left back top of car body, and (b) is the view of seeing from the right back top of car body.In Figure 18, represent the place ahead of car body with arrow F.
In these accompanying drawings, be labeled as 1 be a motorcycle according to this embodiment, be labeled as 2 be the front-wheel of motorcycle 1, the 3rd, front fork, the 4th, a pair of steering handle, the 5th, seat, 6 is motor, 7 is postbrachium, 8 is side support, 9 is trailing wheel.Side support 8 is connected on the lower end of the back arm support 10 on the left of the car body.
Crankcase 11 is made up of the crank pin 17 of a pair of right crankweb 16 and a left crankweb 16 and a connecting crank arm 16, as shown in figure 10.A flywheel type permanent-magnet generator 18 is installed in crankcase 11 and is positioned on the end in car body left side, and centrifugal clutch 19 as described below is installed in crankcase 11 and is positioned on the end on car body right side.As shown in Figure 2, piston 21 is connected with crank pin 17 by connecting rod 20.
A gas valve executing mechanism 25 is arranged on cylinder head 14, and it has a camshaft 22, is used to drive suction valve 23 and outlet valve 24.Outlet pipe 26 is connected with the front side of cylinder head 14, and Carburetor 28 is connected on the rear side of cylinder head 14 by a suction tude 27.As shown in Figure 3, air-strainer 29 is connected to the upstream side of Carburetor 28.
As shown in figure 10, crankcase 12 transversely can be divided into two parts car body---promptly, half left side (hereinafter will be called crankcase left-half 31) at car body, second half right side (hereinafter will become crankcase right half part 32) at car body, crankcase 12 has the bearing 33 and 34 that is used to support crankcase 11 rotations, and it holds speed changer as described below 35 in addition.
Crankcase left-half 31 and crankcase right half part 32 are labeled as 36 outer fixing bolt and one as Fig. 4 and are labeled as 37 fixing bolt as Figure 11 and interconnect by a plurality of.
Crankcase left-half 31 and crankcase right half part 32 have integrally formed vertical wall 43 and 44 respectively, be used to support bent axle 11 as shown in figure 10, the main shaft 41 and the live axle 42 of speed changer 35, have integrally formed dividing plate 45 and 46 in addition respectively, they are as shown in Figure 3 along lower half portion of crankweb 16 and extend.
As Fig. 3, Fig. 6 and shown in Figure 7, dividing plate 45 and 46 is formed at respectively on those parts crankcase left-half 31 and crankcase right half part 32, that be positioned at crankweb 16 belows.More clearly, dividing plate 45 and 46 forms arc respectively, promptly from the axial direction of bent axle, along crankweb 16 and to lower convexity.The dividing plate 45 of crankcase left-half 31 and the dividing plate 46 of crankcase right half part 32 have end face 45a and 46a respectively, and when crankcase part 31 and 32 linked together, they will closely contact mutually.When dividing plate 45 and 46 interconnected as mentioned above like that, they vertically separated the inside of crankcase 12.
As shown in Figure 3, dividing plate 45 and 46 rear portion are towards the direction of the speed change gear as described below 111 to 118 of speed changer 35 and upwards and extend back.In motor 6, without any object, an oil that extends to speed changer 35 from the lowest part 46b of the lowest part 45b of dividing plate 45 and the dividing plate 46 space A that splashes is formed on dividing plate 45 and 46 respectively between the rear end of dividing plate 45 and 46 45c and 46c and speed change gear.
Dividing plate 45 and 46 rear end 45c and 46c upwards and recede, its inclined degree is less than the arcuate section on the front side.Rear end 45c and 46c extend to the below by the speed change gear of label 111 to 114 expressions as Fig. 3.That is to say that these rear ends towards the direction of lowest part 45b and 46b and downwards and turn forward.
Because dividing plate 45 and 46 is positioned at crankweb 16 belows, with the bearing 33 of bent axle 11 and 34 and the big end 20a (referring to Figure 10 and Figure 11) of connecting rod 20 oil after lubricated flow down or drop onto on dividing plate 45 and 46 and accumulate in there.
When crankweb 16 rotated, the oil that is retained in dividing plate 45 and 46 was splashed to the rear of sense of rotation by crankweb 16.In the present embodiment, the bent axle 11 of motor 6 rotates with such direction, makes crankweb 16 move towards speed changer 35 from the lowest part 45b and the 46b of dividing plate 45 and 46, that is to say, and on Fig. 3 clockwise direction.Like this, the oil that is retained on dividing plate 45 and 46 is splashed towards the direction of speed changer 35 in oil splashes space A by crankweb 16.
The groove 51 and 52 that is formed on dividing plate fitting surface 45a and the 46a extends along the whole length direction of dividing plate 45 and 46 respectively, and forms a closed hole when dividing plate 45 and 46 interconnects.This hole will be called as main oil gallery 53 hereinafter.
As shown in Figure 6, being positioned at oil transportation road 55 crankcase 12 bottoms, that be used for the oil that transports out from oil pump as described below 54 (referring to Fig. 2, Fig. 4 and Figure 12) is being connected with main oil gallery 53 from the position (general in the centre of dividing plate 45 with 46 longitudinal directions) of a side near minimum point.
Dividing plate 45 and 46 has integrally formed standing part 56 and 57 respectively, is used on the position that they and cylinder-bore axis C intersect they are linked together (referring to Fig. 3).Standing part 56 and 57 extends to the inner from the outer end of crankcase part 31 and 32 respectively on vehicle-width direction.As shown in figure 11, the standing part 56 of crankcase left-half 31 has a through hole 56a, be used to hold a fixing bolt 37, and the standing part 57 of crankcase right half part 32 has a tapped hole 57a, is used for being threaded with fixing bolt 37.
As shown in figure 10, the flywheel type permanent-magnet generator lid 61 that is used to hide flywheel type permanent-magnet generator 18 is connected the end that crankcase left-half 31 is positioned at the car body left side.Be positioned at crankcase right half part 32 on the end on car body right side, horizontal wall 62 is extended to the right from the outward edge of vertical wall 44.The clutch cover 64 that is used to hide centrifugal clutch 19 and main clutch 63 as described below is connected an end that is positioned at the car body right side of horizontal wall 62.
In crankcase 12, as shown in figure 10, main crank chamber 65 is defined between the vertical wall 44 of the vertical wall 43 of crankcase left-half 31 and crankcase right half part 32, and a left redundant crank chamber 66 is defined between the vertical wall 43 and flywheel type permanent-magnet generator lid 61 of crankcase left-half 31.A right redundant crank chamber 67 is by the vertical wall 44 of crankcase right half part 32 and horizontal wall 62 and clutch cover 64 qualifications.The inside of the inside of main crank chamber 65, the right side and left redundant crank chamber 66 and 67 is interconnected by a plurality of intercommunicating pores 68 (referring to Fig. 3 to Fig. 8) that are formed in vertical wall 43 and 44.
The centrifugal clutch 19 that is installed on the bent axle 11 has a bottom cylindrical barrel part 71, as shown in figure 10, it is supported by bent axle 11 rotationally, also has a centrifugal top cover 72 (referring to Figure 16) in addition, and it can rotate in cylindrical piece 71 with bent axle 11.When the rotating speed of bent axle 11 surpassed a predetermined value, power will be delivered on the cylindrical piece 71 from bent axle 11 by this centrifugal top cover 72.In the present invention, the exterior outside surface of the inside outer surface of cylindrical piece 71 and top cover 72 is a friction means.
Cylindrical piece 71 is connected on the bent axle 11, and its opening is towards the left side of car body, and has a cylindrical output shaft 74 coaxial with bent axle 11 on one end of the right side of car body.This cylindrical output shaft 74 has a reduction pinion teeth 75, and engages with main clutch 63 as described below by this reduction pinion teeth 75.
In this embodiment, as Figure 10 and shown in Figure 16, centrifugal clutch 19 is positioned near the outside of vertical wall 44 of crankcase right half part 32.
As Fig. 8 and shown in Figure 16, the bottom of centrifugal clutch 19 is positioned at the grease chamber 76 of the bottom of the right redundant crank chamber 67 that is formed at the car body front side from top to bottom.The both sides sidewall of grease chamber 76 is formed by the vertical wall 64a (referring to Figure 16) of the vertical wall 44 of crankcase right half part 32 and the clutch cover 64 relative with vertical wall 44.The front panel of grease chamber 76 is formed by the horizontal wall 62 of crankcase right half part 32 and the antetheca 64b (referring to Figure 10) of the clutch cover 64 that is connected with horizontal wall 62.As Fig. 8 and shown in Figure 16, the rear wall of grease chamber 76 is by the centre that is positioned at the car body longitudinal direction, form from the upwardly extending partition wall 77 in bottom of the right redundant crank chamber 67 of crankcase right half part 32 and the partition wall 64c of the clutch cover 64 that is connected with partition wall 77.Partition wall 77 and partition wall 64c have floor as claimed in claim 6 in the present invention.
When engine running, flow to that oil on dividing plate 45 and 46 flow into grease chamber 76 by intercommunicating pore 68a (referring to Fig. 8) and by deposit interior.In the present invention, intercommunicating pore 68a has formed oil-in as claimed in claim 2.When engine running and idling, the pasta in the grease chamber 76 is positioned at centrifugal clutch 19 belows, shown in the double dot dash line L1 among Figure 16, then rises in motion and submerges in oil up to the bottom of cylindrical piece 71, shown in the double dot dash line L2 among Figure 16.That is to say that as shown in figure 16, the pasta L1 of grease chamber 76 is lower than the pasta L2 of grease chamber 76 when motor is exported when travelling during idling work.In addition, as shown in figure 16, because the external diameter of centrifugal clutch 19 is greater than the external diameter of crankweb 16, therefore when engine running, any pasta between L1 in the grease chamber 76 and the L2 all is lower than the lower end of crankweb 16.From the right side of car body, the sense of rotation of cylindrical piece 71 (bent axle 11) is a clockwise direction.
Therefore, the oil in the grease chamber 76 is splashed to the back of the grease chamber 76 of right redundant crank chamber 67 by the rotational circle barrier part 71 of centrifugal clutch 19.That is to say that in grease chamber 76, an oil drain out is formed on dividing plate 77 and the 64c.The part oil that splashes backward in grease chamber 76 as mentioned above is attached on the parts the right redundant crank chamber 67 (that is, steering force transfer unit 78 as described below), and lubricated these parts.The oil that is splashed to 76 rears, grease chamber finally is arranged in the intercommunicating pore 68b of partition wall 77 and 64c back by one and gets back to main crank chamber 65 from right redundant crank chamber 67.Because cylindrical piece 71 has a shape to the bottom of car body right openings cylinder, vaporific oil flow in the right redundant crank chamber 67 by the intercommunicating pore 68c in the vertical wall 44 that is formed at crankcase right half part 32 and attached in the cylindrical piece 71.The friction means of cylindrical piece 71 inside also can be by oil cooling but.
In this embodiment, partition wall 77 and 64c on the rear side of the grease chamber 76 of car body have such height, even make that when motorcycle was climbed about 10 ° ramp, cylindrical piece 71 also can contact the oil in the grease chamber 76.That is to say, the height of partition wall 77 and 64c makes their upper end be positioned on the lower end of centrifugal clutch 19, also have extra length in addition, as shown in Figure 8, even see that from the axis of bent axle 11 grease chamber's 76 inclinations also can be so that pasta can be higher than the lower end of centrifugal clutch 19.
Main clutch 63 is a kind of multiplate clutchs, between coupled condition and separated state, the switching synchronously of a gear shift map function in it and the speed changer 35 (will be explained below), as shown in figure 10, it is installed on the end that is positioned at the car body right side of main shaft 41 of speed changer 35.Main clutch 63 has an input element 82, and it can rotate with a deceleration gearwheel 81 with reduction pinion teeth 75 engagements, also has an output element (not showing) in addition, and it can rotate with main shaft 41.When a push rod 83 in the axis along main shaft 41 is inserted in main shaft 41 moves to as shown in figure 10 right-hand, main clutch 63 just is switched to separated state, and when push rod 83 moved to as shown in figure 10 left, main clutch 63 just was switched to coupled condition.
In this embodiment, main clutch 63 is positioned at the back and the outside of car body centrifugal clutch 19, and as Fig. 2 and shown in Figure 10, on the width direction of vehicle, its front portion and centrifugal clutch 19 are overlapping.In main clutch 63 the place aheads, on the vehicle-width direction with on centrifugal clutch 19 position overlapped oil filter 84 is being arranged.
This oil filter 84 has one and is formed at clutch cover 64 front ends and to the groove 85 of car body right openings, a casing 87 of forming by the lid of the opening that is used for closed pockets 85, and a cylindrical filter core 88 that is placed in the casing 87, as shown in figure 10.The position of this oil filter 84 is higher than oil pump as described below 54, as shown in Figure 2, and is higher than pasta by the represented crankcase 12 of the double dot dash line L3 on Fig. 4.
In this embodiment, oil filter 84 has such structure, make oil in an annular grease chamber 91 (referring to Figure 10) that be supplied between the internal surface of filter core 88 and groove 85, by filter core 88 and when entering into the inside of filter core 88, the impurity in the oil can be eliminated.
As Figure 10, Figure 12 and shown in Figure 180, filter inlet channel 92 by an oil and be connected on the front end of main oil gallery 53 annular grease chamber 91, and wherein said oil filter inlet channel 92 is in the front end horizontal expansion of the front end and the clutch cover 64 of the horizontal wall 62 of crankcase right half part 32.On the other hand, as shown in figure 10, a grease chamber of filter core 88 inside is connected to one by a passage 93 that is formed in the lid 86 and distributes oil duct 94 (as described below, referring to Fig. 9) on, wherein this distribution oil duct 94 is made up of the groove on the fitting surface that is formed at lid 86 and clutch cover 64 (as described below, referring to Fig. 9).Like this, the oil that flows out from oil filter 84 is supplied to crankshaft lubrication oil duct 95 as described below (referring to Figure 10 and Figure 18) and the camshaft lubrication oil duct 96 (referring to Figure 13 and Figure 18) by this distribution oil duct 94.
Distribute oil duct 94 to be formed on the fitting surface of clutch cover 64 and lid 86, and extend with arc shape, promptly be seen as and raise up from as shown in Figure 9 side view along the edge of opening of oil filter casing 87 (groove 85).Crankshaft lubrication oil duct 95 is connected on the end that is positioned at the car body rear side that distributes oil duct 94, and camshaft lubrication oil duct 96 is connected on the end that is positioned at the car body front side that distributes oil duct 94.
Crankshaft lubrication oil duct 95 has one and connects the passage 98 that distributes oil duct 94 and the bent axle attachment hole 97 in clutch cover 64, an oil duct 99 that forms along bent axle 11 axis, one is used for oil is incorporated into from oil duct 99 oil duct 100 on the connecting rod tip 20a or the like, as Figure 10 and shown in Figure 180.
Camshaft lubrication oil duct 96 has an oil duct 101 in the front end horizontal expansion of the horizontal wall 62 of the front end of clutch cover 64 and crankcase right half part 32, an oil duct 104 that is connected with oil duct 101 by cylinder bolt jack 102, and one be positioned at oil duct 103 on the cylinder head 14 or the like, as Figure 13 and shown in Figure 180.
As shown in Figure 3, from the axial direction of bent axle 11, it is parallel with cylinder-bore axis C that main shaft 41 and live axle 42 are aligned to generally, and be disposed on the both sides of the tangent line B that extends from the point of intersection of crankweb 11 and cylinder-bore axis C.
An end that is positioned at the car body left side of live axle 42 is projected into the outside by the vertical wall 43 of crankcase left-half 31, as shown in figure 10.A chain gear 123 that hangs with trailing wheel Transmitted chains 122 is connected on the protruding terminus of live axle 42.
As shown in figure 17, reverse shift fork 119 and 120 is rotated by 124 supports of a back shaft and moves on the width direction of vehicle, and this back shaft 124 crosses main crank chamber 65 and is supported in vertical wall 43 and 44.From top as shown in Figure 8, reverse shift fork 119 and 120 have respectively with the upper end of gear shift cylindrical piece 121 engagement and with the lower ends of speed change gear 113 and 116 engagements.
As shown in figure 17, gear shift cylindrical piece 121 is supported by the bearing 126 of the axis hole 125 of crankcase left-half 31 and crankcase right half part 32 rotationally.An end that is positioned at the car body right side of gear shift cylindrical piece 121 is projected into the right side from the vertical wall 44 of crankcase right half part 32.A drive element 127 is connected on the protruding terminus of gear shift cylindrical piece 121, and steering force is passed to from steering force transfer unit 78 on this drive element 127.
As Fig. 8 and shown in Figure 17, in steering force transfer unit 78, the rotation of the sliding selector shaft 131 that extends on vehicle-width direction by the bottom of crankcase 12 is delivered to gear shift cylindrical piece 121 via first shift level 132 and second shift level 133.As Figure 14 and shown in Figure 17, sliding selector shaft 131 is supported by the vertical wall 43 of crankcase left-half 31 and crankcase right half part 32 and 44 rotationally, and a gear shift pedal (not have demonstration) is connected from the vertical wall 43 of left crankcase 12 and is projected on the end of sliding selector shaft 131 in left side of car body.
As shown in figure 14, the cam mechanism 135 with a ball 134 is arranged on the centre of sliding selector shaft 131.This cam mechanism 135 has a movable platen 136, and it can move back and forth on the axial direction of sliding selector shaft 131 when sliding selector shaft 131 rotates.This movable platen 136 is connected on the end of a blocking lever 137.
Be used for the transmission of movement of movable platen 136 is supported by a supporting member 138 to the blocking lever on the opposite side 137, this supporting member 138 is connected on the crankcase left-half 31, and is connected with push rod 83 with movable platen 136.That is to say that when gear shift pedal is operated, and sliding selector shaft 131 is when rotating, push rod 83 is just pressed to the right side of car body by cam mechanism 135 and blocking lever 137, thereby main clutch 63 is switched to separated state from coupled condition.When the gear shift map function is finished and after steering force was released, main clutch 63 will be pushed back coupled condition by the elastic force of returning spring (not having to show).
The speed change gear 111 to 118 of speed changer 35, reverse shift fork 119 and 120 and cylindrical piece 121 be positioned in the main crank chamber 65.As Fig. 3 and shown in Figure 10, these parts are positioned at the top and the rear of crankweb 16 obliquely.As mentioned above, because the parts of speed changer 35 are arranged in main crank chamber 65, splash the oil that gets off attached on these parts and lubricated these parts from the top of dividing plate 45 and 46 by crankweb 16.
As Fig. 8 and shown in Figure 17, the steering force transfer unit 78 of speed changer 35 is positioned at the rear of right redundant crank chamber 67 and centrifugal clutch 19.Steering force transfer unit 78 is aliging (generally being positioned on the same position on the vehicle-width direction) with the cylindrical piece 71 of centrifugal clutch 19 on the longitudinal direction of car body, and by grease chamber's 76 inner cylindrical member 71 splash and oil attached to it lubricate.
As shown in figure 12, being used for oil is supplied to the oil pump 54 of main oil gallery 53 is a kind of trochoid pumps, and is connected on the lower end of vertical wall 43 of crankcase left-half 31, and the parallel axes of its rotating shaft 141 is in vehicle-width direction.In this embodiment, on vehicle-width direction, oil pump 54 generally is positioned at the position identical with the bearing at end 33 of the bent axle 11 that is used to support the car body left side.
A driven gear 142 of being made up of elastic material is connected on the end of rotating shaft 141 in car body left side.Oil pump actuation gear 143 engagements on this driven gear 142 and the bent axle 11.
An end that is arranged in the car body right side of rotating shaft is assembled in an axis hole 144 on the vertical wall 43.This axis hole 144 forms like this, and its upper half part extends through vertical wall 43 on vehicle-width direction.This axis hole 144 has an opening towards main crank chamber 65 on an end of a side relative with oil pump 54.This opening is marked as 145 in Fig. 6 and Figure 12.
In Figure 12, on the left side (outside) of driven gear 142, be marked as 146 be one and prevent to be retained in the plate that the oil on crankcase 12 bottoms is stirred by driven gear 42.From a side, as shown in Figure 4, this plate 146 has a L shaped shape, so it can hide the front portion and the bottom of driven gear 142 on the side, and it is connected on the vertical wall 43 by fixing bolt 147.The plate 146 that is connected to as mentioned above on the vertical wall 43 defines oil pump room's space S with vertical wall 43 around driven gear 142.That is to say that the oily reserve area of this oil pump room's space S and crankcase 12 bottoms is separated by plate 146, makes oil almost can not enter into oil pump room's space S.The pasta of laying in crankcase 12 bottoms is represented by the double dot dash line L3 on Fig. 3 and Fig. 4.This horizontal L3 is lower than dividing plate 45 and 46 as shown in Figure 3.In addition, this pasta L3 also is positioned under as shown in Figure 3 the main oil gallery 53.That is to say that as shown in figure 16, pasta L3 is lower than pasta L1 and L2, pasta L1 and L2 generally are positioned on the same level, and are higher than the groove 52 of forming main oil gallery 53 respectively.
As shown in figure 12, the upper end of plate 146 is relative with the lower end of a timing chain 148, between certain distance is arranged.This timing chain 148 is hung on a chain gear 149 and the chain gear 150 (referring to Figure 13), and wherein chain gear 149 is installed on the interior oil pump actuation gear 143 of the car body bent axle 11 outward, and chain gear 150 then is positioned on the camshaft 22.Distance between the lower end of timing chain 148 and the plate 146 is configured to make timing chain 148 can not break away from chain gear 149 downwards.That is to say that under situations such as maintenance, dull and stereotyped 146 have and prevent that oil from entering the function of the oil pump room's space S around the driven gear 142, prevents that in addition timing chain 148 from leaving the function of the gear 149 on the bent axle 11.
As shown in figure 12, suck oil duct 151 vertical extent in vertical wall 43, and connect the suction 54a of oil pump 54 and the accumulator 152 of crankcase 12 bottoms.In the upstream that sucks oil duct 151, a filter 153 is arranged.
As shown in figure 12, carry oil duct 55 vertical wall 43 in, extending on the vehicle-width direction, and the intermediate portion of main oil gallery 53 on the conveying 54b of connection oil pump 54 and the longitudinal direction.
On an end that is positioned at the car body rear side of main oil gallery, be formed with a main shaft oil duct 162 (participating in Fig. 6, Figure 14 and Figure 18) that is used for oil is incorporated into the oil duct 161 that extends along the axis of main shaft 41, and a live axle oil duct 164 (participating in Figure 15 and Figure 18) that is used for oil is incorporated into the oil duct 163 that extends along the axis of live axle 42 (referring to Figure 10, Figure 15 and Figure 18).
As Fig. 6, Figure 14 and shown in Figure 180, main shaft oil duct 162 extends to left on the vertical wall 43 from main oil gallery 53 in crankcase left-half 31, then in vertical wall 43 upwards and extand rearward on the main shaft seat groove 165.Be supplied to the oil in the oil duct 161 of main shaft 41 by oil duct 162, the bearing 47 and 48 of lubricated main shaft, be installed in speed change gear 111 to 114 on the main shaft 41 and the slide part of push rod 83 grades.
As Fig. 7, Figure 15 and shown in Figure 180, live axle oil duct 164 extends to the right on the vertical wall 44 from main oil gallery 53 in crankcase right half part 32, makes progress then and extand rearward to drive on the axle bed groove 166 in vertical wall 44.Be supplied to the oil in the oil duct 163 of live axle 42 by oil duct 164, the bearing 49 of lubricated live axle 42 and 50 and be installed in speed change gear 115 to 118 on the live axle 42 etc.
In the motor 6 of constructing as mentioned above, the right redundant crank chamber 67 of surrounding centrifugal clutch 19 is formed at a side of crankcase 12, and can lay in enough heavy wools and the grease chamber 76 of the bottom of submergence centrifugal clutch 19 is formed at the bottom of right redundant crank chamber 67.Therefore, according to this embodiment's motor 6, the peripheral components of centrifugal clutch 19 can be laid in grease chamber 76 oil cooling but.Therefore in the present invention, the friction means of the heating of centrifugal clutch 19 can be directly by oil cooling but, thereby wear process is delayed.
In motor 6 according to this embodiment, grease chamber 76 has an oil-in, oil is supplied into by this inlet, and an oil drain out is arranged in addition, and the oil that the centrifugal clutch 19 that is rotated splashes down is discharged (being positioned on partition wall 77 and the 64c) by this oil drain out.Therefore, according to this motor 6, because the oil in the grease chamber 76 can not reduce when the peripheral components of centrifugal clutch 19 rotates, therefore oil remains in the grease chamber 76 when motor stops.Like this, even just starting immediately of vehicle after engine start, the heating component of centrifugal clutch 19 also can be cooled reliably.
In the motor according to this embodiment, the steering force transfer unit 78 of speed changer is positioned at 76 rears, grease chamber on the sense of rotation of centrifugal clutch 19.Like this, according to this motor 6, the oil that is splashed down by the rotation of the peripheral components of centrifugal clutch 19 is attached to lubricating on the steering force transfer unit 78 of speed changer and to it.Therefore, be supplied to the situation of the steering force transfer unit 78 of speed changer by the oily feeding mechanism of special use than oil, in motor 6, the quantity of part still less, and cost also can lower.
In the motor 6 according to this embodiment, the oil in the grease chamber is to discharge from the parts that the process of motor 6 is lubricated.So just do not need a special oil feeding mechanism that supplies oil to grease chamber 76.Therefore, be supplied to the situation of grease chamber 76 by the oily feeding mechanism of special use than oil, in motor 6, the quantity of part still less, and cost also can lower.
In the motor according to this embodiment, the oil with the big end 20a of connecting rod 20 after lubricated is supplied in the grease chamber 76.Than other lubricated parts of motor 6, there is more relatively oil to be supplied on the big end 20a of connecting rod 20.Therefore, in motor 6, owing to there is abundant oil can be supplied in the grease chamber 76, the peripheral components of centrifugal clutch 19 can be cooled reliably.
In motor 6 according to this embodiment, the grease chamber is formed with the clutch cover 64 that is connected crankcase 12 1 sides by crankcase 12, and forms being positioned at the floor that partition walls 77 oily rear, that limit grease chamber's 76 walls and 64c be formed at by integral body on crankcase 12 and the clutch cover 64 on the sense of rotation of centrifugal clutch 19.Therefore, in the motor 6 according to this embodiment, grease chamber 76 can be formed by crankcase 12 and clutch cover 64.Therefore, in motor 6, owing to can utilize the existing parts of motor 6 to form grease chamber 76, the situation that 76 wall is formed by the parts that separate with crankcase 12 and clutch cover 64 than the grease chamber, the quantity that can make part so still less, cost also can reduce.
In motor 6 according to this embodiment, dividing plate 77 and 64c have such height, make their top be positioned on the lower end of centrifugal clutch 19, and they also have extra length, from the axial direction of bent axle 11, even grease chamber 76 tilts, also can be so that pasta is higher than the bottom of centrifugal clutch 19.Therefore, according to motor 6, even tilt and have high load to act on the motor when motor, for example when vehicle is climbed, the friction means of centrifugal clutch 19 all is held with the interior oil in grease chamber 76 and contacts.Therefore, even the friction means of centrifugal clutch 19 trends towards sliding mutually and heating, for example when vehicle was climbed, these parts also can be cooled reliably.
In motor 6, when engine running, lay in pasta L3 on crankcase 12 bottoms and be lower than the pasta between the L1 and L2 in the grease chamber 76 according to this embodiment.Therefore, according to motor 6, when engine running, oil can be retained in the grease chamber 76 reliably.
In the motor 6 according to this embodiment, the pasta L1 when idling work in the grease chamber 76 is lower than the pasta L2 in (motor output services) grease chamber 76 when travelling.Therefore, according to motor 6, the churning loss that the oil that stirs grease chamber 76 owing to centrifugal clutch 19 when idling work causes can reduce.
In the motor 6 according to this embodiment, the pasta L1 when motor does not turn round in the grease chamber 76 is higher than the pasta L3 that lays on crankcase 12 bottoms.Therefore, according to motor 6, after engine start, centrifugal clutch 19 can just be cooled immediately or after the short time.
In the motor 6 according to this embodiment, the external diameter of centrifugal clutch 19 is greater than the external diameter of crankweb 16, and any pasta between L1 and L2 all is lower than the lower end of crankweb 16 in the grease chamber 76 when engine running.Therefore, in motor 6, crankweb 16 can not stir oil when engine running.
Claims (11)
1. motor, wherein centrifugal clutch is installed on the end of bent axle, it is characterized in that, be formed at a side of crankcase around the auxiliary crank chamber of this centrifugal clutch, in the bottom of this auxiliary crank chamber a grease chamber is arranged, it can lay in abundant oil and the bottom of submergence centrifugal clutch.
2. the motor in the claim 1 is characterized in that this grease chamber has an oil-in, and oil is supplied into from this inlet, also has an oil drain out, and the oil that the centrifugal clutch that is rotated splashes down is discharged from by this oil drain out.
3. the motor in the claim 2, the steering force transfer unit that it is characterized in that speed changer is arranged on the back, grease chamber on the centrifugal clutch sense of rotation.
4. the motor in the claim 1 is characterized in that the oil in the grease chamber is the oil of discharging from the lubricated parts of motor.
5. the motor in the claim 4, the lubricated parts that it is characterized in that motor are big ends of connecting rod.
6. the motor in the claim 1 is characterized in that the grease chamber is formed by crankcase and the clutch cover that is connected on crankcase one side.
7. the motor in the claim 6, it is characterized in that it has the structure that is installed on the body of motor cycle, and, be formed at the interior centrifugal clutch back of body of motor cycle and have such height in order to the wall that limits the grease chamber, make the upper end of this wall be positioned on the lower end of centrifugal clutch.
8. the motor in the claim 1 is characterized in that at least when engine running, lays in pasta on crankcase bottom and is lower than pasta in the grease chamber.
9. the motor in the claim 8 is characterized in that the pasta in the grease chamber when pasta in the grease chamber was lower than the motor output services when engine idle was worked.
10. the motor in the claim 8 is characterized in that the pasta in the grease chamber is higher than the pasta of laying on crankcase bottom when motor does not turn round.
11. the motor in the claim 5 is characterized in that the external diameter of the external diameter of centrifugal clutch greater than crankweb, and the pasta in the grease chamber is lower than the lower end of crankweb when engine running.
Applications Claiming Priority (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2004261513 | 2004-09-08 | ||
| JP2004-261513 | 2004-09-08 | ||
| JP2004261513 | 2004-09-08 | ||
| JP2005237250A JP2006105132A (en) | 2004-09-08 | 2005-08-18 | Engine |
| JP2005-237250 | 2005-08-18 | ||
| JP2005237250 | 2005-08-18 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1746466A true CN1746466A (en) | 2006-03-15 |
| CN1746466B CN1746466B (en) | 2010-08-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 200510099871 Active CN1746466B (en) | 2004-09-08 | 2005-09-08 | Engine |
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| JP (1) | JP2006105132A (en) |
| CN (1) | CN1746466B (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105757136A (en) * | 2015-01-06 | 2016-07-13 | 博格华纳公司 | Rotary Coupling For All-wheel Drive Vehicle |
| CN111255562A (en) * | 2018-11-30 | 2020-06-09 | 陕西重型汽车有限公司 | Power system and control method of foam fire fighting truck and foam fire fighting truck |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5072686B2 (en) * | 2008-03-31 | 2012-11-14 | 本田技研工業株式会社 | Crankcase structure of OHC internal combustion engine |
| JP4922254B2 (en) * | 2008-06-30 | 2012-04-25 | 本田技研工業株式会社 | Engine lubrication structure |
| JP5119141B2 (en) | 2008-12-26 | 2013-01-16 | 川崎重工業株式会社 | Vehicle with engine |
| US8083045B2 (en) | 2008-12-29 | 2011-12-27 | Kawasaki Jukogyo Kabushiki Kaisha | Engine with centrifugal clutch |
| JP2011132937A (en) * | 2009-12-25 | 2011-07-07 | Fuji Heavy Ind Ltd | Engine case |
| JP5904408B2 (en) * | 2012-06-14 | 2016-04-13 | 本田技研工業株式会社 | Power unit lubrication system |
| CN104005841B (en) * | 2014-06-10 | 2016-07-06 | 张正明 | A kind of easy-to-dismount motorcycle engine |
| JP6447778B2 (en) * | 2016-04-05 | 2019-01-09 | 日産自動車株式会社 | Start clutch control method and start clutch control device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4605929B2 (en) * | 2001-03-29 | 2011-01-05 | 本田技研工業株式会社 | Internal combustion engine for motorcycles |
-
2005
- 2005-08-18 JP JP2005237250A patent/JP2006105132A/en active Pending
- 2005-09-08 CN CN 200510099871 patent/CN1746466B/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105757136A (en) * | 2015-01-06 | 2016-07-13 | 博格华纳公司 | Rotary Coupling For All-wheel Drive Vehicle |
| CN105757136B (en) * | 2015-01-06 | 2019-03-08 | 博格华纳公司 | Rotating joint for all-wheel drive vehicles |
| CN111255562A (en) * | 2018-11-30 | 2020-06-09 | 陕西重型汽车有限公司 | Power system and control method of foam fire fighting truck and foam fire fighting truck |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1746466B (en) | 2010-08-11 |
| JP2006105132A (en) | 2006-04-20 |
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