EP2703616B1 - Verfahren zur Herstellung eines Fahrzeugs - Google Patents

Verfahren zur Herstellung eines Fahrzeugs Download PDF

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Publication number
EP2703616B1
EP2703616B1 EP13181211.7A EP13181211A EP2703616B1 EP 2703616 B1 EP2703616 B1 EP 2703616B1 EP 13181211 A EP13181211 A EP 13181211A EP 2703616 B1 EP2703616 B1 EP 2703616B1
Authority
EP
European Patent Office
Prior art keywords
exhaust
combustion engine
output power
connectable
exhaust device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP13181211.7A
Other languages
English (en)
French (fr)
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EP2703616A1 (de
Inventor
Masashi Ono
Ichiro Tanaka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
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Publication date
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Publication of EP2703616A1 publication Critical patent/EP2703616A1/de
Application granted granted Critical
Publication of EP2703616B1 publication Critical patent/EP2703616B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1805—Fixing exhaust manifolds, exhaust pipes or pipe sections to each other, to engine or to vehicle body
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2450/00—Methods or apparatus for fitting, inserting or repairing different elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/04—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for motorcycles

Definitions

  • the present invention relates to a method of manufacturing a vehicle in a plurality of types having a common engine, to incorporate a different exhaust device, having a different exhaust characteristic.
  • the present invention has been devised in view of the foregoing problems and inconveniences and is intended to provide a vehicle making method and a vehicle group, in which two vehicles having different output powers can be manufactured while the number of steps such as required in, for example, designing and/or testing is suppressed and also in which the modification of the output power against the intent of the manufacturer can be prevented.
  • the present invention in accordance with a first aspect thereof provides a vehicle making method which includes: a preparatory step of preparing first and second combustion engines having respective connecting portions with exhaust devices, which connecting portions are different from each other, but the remaining portions are formed to have common structures, and two, first and second exhaust devices having different characteristics and corresponding respectively to the first and second combustion engines; and an assembling step of connecting the combustion engines with the corresponding exhaust devices to provide two types of first and second vehicles having different output powers.
  • the first and second combustion engines and the first and second exhaust devices are prepared, in which the first exhaust device for a high output power is connectable with the connecting portion of the first combustion engine, and the second exhaust device for a low output power is connectable, but the first exhaust device is non-connectable, with the connecting portion of the second combustion engine.
  • the first vehicle of a high output power is assembled by connecting the first exhaust device with the connecting portion of the first combustion engine and the second vehicle of a low output power is assembled by connecting the second exhaust device with the second combustion engine.
  • the combustion engine referred to hereinbefore and hereinafter is to be understood as represented by an engine body portion including a crankcase, a cylinder block, a cylinder head, a head covering and others, except for an intake system, comprised of an air cleaner, a throttle body and others, and an exhaust system comprised of an exhaust pipe, a muffler and others. It is, however, to be noted that the combustion engine referred to hereinbefore and hereinafter may often include the engine body and an exhaust pipe, which is upstream side portions of the exhaust system.
  • the first and second combustion engines differ from each other in that they make use of different connecting portions with the exhaust devices, with no need to make the respective structures of the combustion engines markedly different from each other, two vehicles having different output powers can be manufactured and the number of steps required in, for example, designing and testing can be reduced. Also, influences which would be brought on output characteristics can be suppressed merely by differentiating the exhaust devices from each other and not the intake systems from each other. In addition, in the vehicle of a low output power, it is possible to avoid alternation to a high output power against the intent of the manufacturer by preventing the exhaust device for the low output power from being replaced with the exhaust device for the high output power.
  • the first and second combustion engines and the first and second exhaust devices are preferably connected with each other by means of coupling or mating structures for connecting one of them with the other.
  • the second exhaust device of the low output power is connectable with the connecting portion of the second combustion engine, but the first exhaust device of the high output power is non-connectable with the connecting portion of the second combustion engine.
  • the exhaust device for the high output power is non-connectable with the second combustion engine for the low output power and, therefore, it is possible to avoid the alteration of the exhaust device for the high output power against the intent of the manufacturer.
  • the different coupling structures they include reversal of respective orientations of the male and the female and/or different shapes of a projected portion and a recessed portion.
  • respective positions of bolt holes to be formed in the flange may be differentiated from each other.
  • the first and second combustion engine and the first and second exhaust devices are connected with each other through coupling or mating members each having a tubular outer wall engaged in a tubular inner wall. Because the coupling members of the first and second combustion engines are formed having been reversed in orientation relative to each other, the second exhaust device of the low output power is connectable with the connecting portion of the second combustion engine, but the first exhaust device of the high output power is non-connectable with the connecting portion of the second combustion engine. According to this feature, by reversing the respective orientations of the coupling members, not only can the non-interchangeable structure can be realized, but an undesirable increase of the number of component parts can also be suppressed.
  • each of the first and second combustion engines preferably include a cylinder head and a first or second exhaust pipe separably connected with the first or second combustion engine and operable to guide exhaust gases, which have been exhausted from the cylinder head, towards the first or second exhaust device.
  • the first and second exhaust pipes are prepared, in which the first exhaust pipe for a high output power is connectable with the cylinder head of the first combustion engine and the second exhaust pipe for a low output power is connectable with the cylinder head of the second combustion engine, but the first exhaust pipe is non-connectable with the cylinder head of the second combustion engine.
  • the first exhaust pipe is connected with the cylinder head of the first combustion engine to thereby assemble the first vehicle and the second exhaust pipe is connected with the cylinder head of the second combustion engine to thereby assemble the second vehicle.
  • the connecting portion between the exhaust device and the combustion engine, including the cylinder head and the exhaust pipe are differentiated in structure from each other, the exhaust characteristic of the vehicle can be changed by the change of the exhaust pipe in addition to the change of the exhaust device. As a result, the change in exhaust characteristic over a wide range can be accommodated.
  • the cylinder heads of the first and second combustion engines are preferably connected with the first and second exhaust pipes, respectively, by means of connecting structures for connecting one of them with the other.
  • the second exhaust pipe is to be connectable, but the first exhaust pipe is to be non-connectable, with the cylinder head of the second combustion engine.
  • a second aspect of the present invention also provides a vehicle group including first and second vehicles having different output power powers, respectively, in which the first vehicle includes a first combustion engine and a first exhaust device for a high output power and the second vehicle includes a second combustion engine and a second exhaust device for a low output power.
  • the first and second combustion engines have different connecting portions for connection with the first and second exhaust devices, respectively, but have the remaining portions formed to represent a common structure.
  • the first exhaust device is connectable with the first combustion engine, but non-connectable with the second combustion engine whereas the second exhaust device is formed to be connectable with the second combustion engine.
  • the first and second combustion engines differ from each other in that they make use of different connecting portions with the exhaust devices, with no need to make the respective structures of the combustion engines markedly different from each other, two vehicles having different output powers can be manufactured and the number of steps required in, for example, designing and testing can be reduced. Also, influences which would be brought on output characteristics can be suppressed merely by differentiating the exhaust devices from each other and not the intake systems from each other. In addition, in the vehicle of a low output power, it is possible to avoid alternation to a high output power against the intent of the manufacturer by preventing the exhaust device for the low output power from being replaced with the exhaust device for the high output power.
  • a motorcycle frame structure FR of the first motorcycle M1 includes a main frame 1 which forms a part of a front frame assembly, a rear frame 2 which is rigidly connected with a rear portion of the main frame 1 and forms a part of a rear frame assembly, and a pair of left and right subframes 4 to extend from a front portion of the main frame 1 to a rear portion thereof.
  • the subframes 4 referred to above are positioned laterally outwardly of a combustion engine E1.
  • the main frame 1 has a front end portion provided with a head tube 5, and an upper bracket 6 and a lower bracket 8 are supported by this main frame 1a through a steering shaft (not shown) which is rotatably inserted into the head tube 5.
  • a front fork assembly 10 is supported by the upper and lower brackets 6 and 8 with a front wheel 12 rotatably supported at a lower end portion of the front fork assembly 10.
  • a steering handlebar 14 is fitted to the upper bracket 6 at an upper end portion of the front fork assembly 10.
  • a rear end portion of the main frame 1 is inclined rearwardly slantwise, and a swingarm bracket 16 is formed at this rear end portion of the main frame 1.
  • a swingarm 18 is pivotally supported by the swingarm bracket 16 through a pivot shaft 20, with a rear wheel 22 rotatably supported by a rear end portion of the swingarm 18.
  • a first motorcycle combustion engine E1 which is a drive source for the motorcycle, is mounted on a substantially or generally intermediate portion of the main frame 1 with respect to the longitudinal sense of the motorcycle, in a fashion tilted forwardly.
  • the rear wheel 22 referred to above is driven by the combustion engine E1 through a transmission member 21 such as, for example, a substantially endless chain.
  • the first motorcycle combustion engine E1 referred to above is an internal combustion engine and, in describing the preferred embodiment, is a parallel multicylinder, water cooled internal combustion engine such as, for example, a four-cylinder, four-stroke water-cooled internal combustion engine.
  • the first combustion engine E1 includes a crankcase 24, a cylinder block 26 protruding upwardly from the crankcase 24, a cylinder head 28 mounted atop the cylinder block 26, and a head cover 29 positioned above the cylinder head 28 so as to enclose the cylinder head 28.
  • the cylinder head 28 has a rear surface with which an air intake system, including a throttle body 23, having a throttle valve built therein, and an air cleaner (not shown), positioned upstream of the throttle body 23 with respect to the direction of flow of air towards the combustion engine, are fluid connected.
  • an air intake system including a throttle body 23, having a throttle valve built therein, and an air cleaner (not shown), positioned upstream of the throttle body 23 with respect to the direction of flow of air towards the combustion engine, are fluid connected.
  • An exhaust system is fluid connected with a front surface of the cylinder head 28.
  • four first exhaust pipes 30 are connected with the front surface of the cylinder head 28, and those first exhaust pipes 30 have their downstream ends merged together at a collecting pipe 32.
  • a downstream end of this collecting pipe 32 with respect to the direction of flow of exhaust gases towards the atmosphere and an exhaust muffler 34, disposed on a right side of the rear wheel 22, are communicated with each other through a connecting tube 36.
  • the first exhaust pipes 30, the collecting pipe 32, the exhaust muffler 34 and the connecting tube 36 altogether constitute a first exhaust device D1.
  • a portion of the first exhaust device D1 downstream of the collecting pipe 32 is covered from lateral outer side by a covering 39. The details of the first exhaust device D1 referred to above will be described later.
  • An oxygen sensor 41 is mounted on an upstream portion of the collecting pipe 32 for detecting the concentration of oxygen contained in the exhaust gases, and a catalyst unit 40 for substantially removing obnoxious substances contained in the exhaust gases is accommodated within a portion of the collecting pipe 32 downstream of the oxygen sensor 41.
  • the catalyst unit 40 is employed in two in number and those catalyst units 40 are positioned having been spaced a distance from each other in an anteroposterior direction, that is, in a direction parallel to the direction of flow of the exhaust gases. It will readily be seen that with the catalyst unit 40 positioned on the upstream side where the temperature of the exhaust gases is relatively high, the rate of reaction of the catalyst can be improved.
  • the connecting tube 36 referred to above has an exhaust valve 42 disposed therein for adjusting the cross sectional area of the exhaust passage, which is leading to the exhaust muffler 34.
  • the provision of the exhaust valve 42 referred to above is effective to optimize the engine performance characteristic by driving the exhaust valve 42 in dependence on an engine operating condition.
  • a fuel tank 44 is mounted atop the main frame 1.
  • a headlamp unit 46 is supported at a front surface portion of the front fork assembly 10, and a front cowl or fairing 48 made of a resinous material is supported by the headlamp unit 46 so as to enclose an area forwardly of and above the front fork assembly 10.
  • a radiator 50 for dissipating an engine coolant medium such as, for example, water is disposed forwardly above the combustion engine E in a fashion tilted forwards.
  • a pair of left and right cowls 52 are arranged so as to extend from laterally upwardly of the radiator 50 to respective upper end portions of the left and right sub frame 4 and laterally outwardly of the front portion of the main frame 1 and are supported by the main frame 1.
  • a lower cowl 54 is supported beneath and on the first combustion engine E1 so as to enclose a lower portion of the first combustion engine E1 from laterally outside.
  • a seat assembly comprised of a rider's seat 56 and a fellow passenger's seat 58 is mounted on an upper portion of the rear frame 2.
  • a first control unit CU1 is mounted below the rider's seat 56.
  • Side coverings 60 one on each side of the motorcycle, extend from below the rider's seat 56 towards a rear portion of the cylinder block 26 of the first combustion engine E1 so as to cover rear half portions of the left and right subframes 4 and laterally outer sides of the first control unit CU1 from outside.
  • Subframe covering 62 one on each side of the motorcycle, are supported by the subframe 4 so as to extend from respective front end portions of the associated side coverings 60 to corresponding lower portions of the side cowls 52 to thereby cover the front half portion of the subframe 4 from outside.
  • An upper frame covering 64 and a lower frame covering 66 are disposed at upper and lower locations, respectively, with each side covering 60 sandwiched therebetween.
  • the upper frame covering 64 extends from the adjacent side cowl 52 to the associated side covering 60 along a lower edge of the fuel tank 44 to thereby cover the main frame 1 from outside.
  • the lower frame covering 66 extends downwardly from the associated side covering 60 to cover the swingarm bracket 16 from outside.
  • a bracket 72 for supporting a brake pedal 68 and a fellow passenger's footrest 70 is fixed to a rear portion of the swingarm bracket 16, and this bracket 72 extends rearwardly and upwardly slantwise from the swingarm bracket 16 along the exhaust muffler 34.
  • the first exhaust device D1 has an exhaust upstream section 74, made up of the first exhaust pipes 30 and the collecting pipe 32, and an exhaust downstream section 76 made up of the connecting tube 36 and the exhaust muffler 34, and the exhaust upstream section 74 and the exhaust downstream section 76 are removably connected together by means of a coupling 69, the details of which coupling 69 will be described later.
  • the exhaust upstream section 74 is an assembly of the first exhaust pipes 30 and the collecting pipe 32 which are integrated together by means of welding, and is removably connected with the cylinder head 28 of the first combustion engine E1 through connections 78 at respective upstream end portions 30a of the first exhaust pipes 30.
  • each of the upstream end portions 30a of the first exhaust pipes 30 is formed with an expanded diameter portion 80 formed by expanding a tube diametrically, and an exhaust pipe holder 82 of a substantially collared shape is fixed to an outer peripheral surface of the expanded diameter portion 80 by means of welding.
  • a portion of the outer peripheral surface of the expanded diameter portion 80 upstream of the exhaust pipe holder 82 has a collar 84 fixed thereto by means of welding.
  • the collar 84 has a constant inner diameter and has a sectional shape representing a substantially or generally L-shaped configuration defined by a tubular portion 84a, having a small diameter, and a collar portion 84b extending from the tubular portion 84a in a radially outward direction and having a large diameter.
  • This collar 84 is welded at an inner diametric surface of the tubular portion 84a to the outer peripheral surface of the expanded diameter portion 80 with a tip end of the tubular portion 84a protruding beyond a tip end of the expanded diameter portion 80.
  • the connection 78 referred to above is constituted by the expanded diameter portion 80, the exhaust holder 82 and the collar 84.
  • the cylinder head 28 is formed integrally with a tubular exhaust pipe fitting member 86 having a fitting hole 88 defined therein for receiving the tubular portion 84a of the collar 84, which hole 88 has an inner diameter indicated by d1.
  • the exhaust downstream section 76 shown in Fig 2 is an assembly of the connecting tube 36 and the exhaust muffler 34, which are integrated together by means of welding.
  • the exhaust muffler 34 is made up of a chamber portion 92 on an upstream side and a muffler portion 94 on a downstream side. More specifically, the interior of a muffler casing 96 forming the contour of the exhaust muffler 34 is divided by first to third partition wall 98, 100, 102 in the order from front into four interior spaces 104, 106, 108 and 110.
  • the interior space 104 positioned foremost is defined generally intermediate between the connecting tube 36 and the first partition wall 98 and forms a chamber compartment 104 in the chamber portion 92.
  • a perforated tube 112 communicated with the connecting tube 36 is communicated with the interior space 106, which defines a first expansion chamber of the muffler portion 94 neighboring rearwardly, after having passed through the chamber comparment 104 and then extending across the first partition wall 98.
  • the perforated pipe 112 has a plurality of communicating holes 114 so that a portion of the exhaust gases flowing through the perforated pipe 112 can flow into the chamber compartment 104 through the communicating holes 114 and can then be expanded and silenced.
  • the first expansion chamber 106 of the muffler portion 94 is defined generally intermediate between the first and second partition walls 98 and 100. In this first expansion chamber 106, the exhaust gases flowing thereinto through the perforated pipe 112 are expanded and silenced.
  • the second partition wall 100 is provided with a first communicating tube 116 for communicating the first expansion chamber 106 with the rearmost interior space 110 and, also, with a second communicating tube 118 for communicating the first expansion chamber 106 with the interior space 108 positioned rearwardly thereof.
  • the rearmost interior space 110 is defined generally intermediate between the third partition wall 102 and a rear wall 96a of the muffler casing 96 and forms a second expansion chamber 110 of the muffler portion 94.
  • this second expansion chamber 110 the exhaust gases flowing from the first communicating tube 116 are expanded and silenced.
  • the third partition wall 102 is provided with a third communicating tube 120 for communicating the second expansion chamber 110 with the interior space 108 forming the third expansion chamber of the muffler portion 94.
  • the third expansion chamber 108 of the muffler portion 94 is defined generally intermediate between the second and third partition walls 100 and 102.
  • this third expansion chamber 108 the exhaust gases flowing from the second communicating tube 118 and the third communicating tube 120 are expanded and silenced.
  • the second and third communicating tubes 118 and 120 are disposed so as to face in a direction counter to the flow of the exhaust gases, and the exhaust gases flowing from the first expansion chamber 106 through the second communicating tube 118 and the exhaust gases flowing from the third expansion chamber 110 through the third communicating tube 120 collide against each other to thereby allow the exhaust gases to be further expanded and silenced.
  • the third partition wall 102 is provided with two, fourth and fifth communicating tubes 122 and 124 for communicating the third expansion chamber 108 with the outside of the muffler casing 96 and, accordingly, the exhaust gases expanded and silenced within the third expansion chamber 108 are discharged to the outside after having flown through the fourth and fifth communicating tubes 122 and 124.
  • a first mounting piece 126 is fixed to a portion of the outer peripheral surface of the muffler casing 96 adjacent a front end portion thereof by means of welding.
  • This first mounting piece 126 is provided with a bolt insertion hole 126a.
  • a second mounting piece 128 is fixed to a portion of the outer peripheral surface of the muffler casing 96 adjacent a rear end portion thereof by means of welding.
  • the second mounting piece 128 is also provided with a bolt insertion hole 128a.
  • the bolt insertion hole 128a is defined in the form of a slot.
  • the coupling 69 referred to previously is made up of a male pipe 130, which is a sort of a coupling or mating member provided at an upstream end portion (a front end portion) of the exhaust downstream section 76, and a female pipe 132 which is a sort of a coupling or mating member provided at a downstream end portion (a rear end portion) of the exhaust upstream section 74.
  • the male pipe 130 is integrated with the exhaust downstream section 76 with at an outer peripheral surface of the rear end portion thereof fixed to an inner peripheral surface of the connecting tube 36 by means of welding.
  • the female pipe 132 is integrated with the exhaust upstream section 74 with an outer peripheral surface of the front end portion thereof fixed to an inner peripheral surface of the collecting pipe 32 by means of welding.
  • the female pipe 132 has a plurality of cutout grooves 133 defined therein and spaced equidistantly from each other in a peripheral direction thereof for the purpose of facilitating a diametric expansion and a diametric contraction.
  • the exhaust upstream section 74 which is comprised of the first exhaust pipe 30, the collecting pipe 32 (both shown in Fig. 2 ) and the female pipe 132 (shown in Fig. 4 ), and the exhaust downstream section 76, which is comprised of the male pipe 130 (shown in Fig. 4 ), the connecting tube 36 and the exhaust muffler 34, are prepared.
  • the female pipe (coupling member) 132 is engaged in an outer periphery of the male pipe (coupling member) 130 through a gasket 134 and an outer periphery of the female pipe 132 is fastened with a clamping member 136 best shown in Fig. 2 .
  • the exhaust upstream section 74 and the exhaust downstream section 76 are connected together to finish assemblage of the first exhaust device D1.
  • a bolt (not shown) is inserted from the outside of the motorcycle body into the bolt insertion hole 126a in the first mounting piece 126 provided in the exhaust muffler 34 of the first exhaust device D1 and is then firmly threaded into a threaded hole (also not shown) defined in the swingarm bracket 16.
  • a substantially intermediate portion of the first exhaust device D1 in the anteroposterior direction comes to be supported by the swingarm bracket 16 of the main frame 1, that is, supported by the motorcycle body.
  • the bolt 138 shown in Fig. 1 is inserted from the outside of the motorcycle body into the bolt insertion hole 128a in the second mounting piece 128 provided in the exhaust muffler 34 and is then firmly threaded into a threaded hole (not shown) in the bracket 72 fixed to the swingarm bracket 16.
  • a threaded hole (not shown) in the bracket 72 fixed to the swingarm bracket 16.
  • a motorcycle M2 which is a second vehicle assembled according to the vehicle making method of the present invention will be described with particular reference to Figs. 6 to 9 .
  • the motorcycles M1 and M2, which are the first and second vehicles, respectively are similar in type to each other in respect of the component structures and the appearance.
  • Figs. 6 to 9 pertaining to the second motorcycle M2 correspond to Figs. 2 to 5 pertaining the first motorcycle M1 and, therefore, component parts shown in Figs. 6 to 9 , which are alike those shown in Figs. 2 to 5 are designated by like reference numerals and no description of the component parts common to those first and second motorcycles M1 and M2 will be reiterated for the sake of brevity.
  • a second combustion engine E2 mounted on the second motorcycle M2 best shown in Fig. 6 is identical with the first combustion engine E1 mounted on the first motorcycle M 1 (best shown in Fig. 1 ), but has an output power set to a small value.
  • the second combustion engine E2 has its output power suppressed by a second exhaust device D2 and the second motorcycle M2 is different from the first motorcycle M1 in respect of the provision of a second control unit CU2 that is tailored to suit to an output power characteristic of the second exhaust device D2, noting that structural features other than the use of this second control unit CU2 are similar to those employed in the first motorcycle M1.
  • the second vehicle M2 for the low output power having been prepared in the manner described above, on the occasion that a rider such as, for example, a first-timer motorcyclist, who is green in driving with his or her motorcycle, attempts to drive the motorcycle, it is possible to prevent the output power of the vehicle from becoming excessive to thereby suppress a deviance of the vehicle performance against his or her driving skill and expertise. Also, with major components of the second combustion engine E2 of the second vehicle M2 for the low output power and major components of the first combustion engine E1 of the first vehicle M1 for the high output power are uniformized or communized, the respective costs of manufacture of the first and second vehicles M1 and M2 can be individually reduced.
  • the first and second combustion engines E1 and E2 differ from each other in connection with only a joint thereof with any one of the first and second exhaust devices D1 and D2, noting that remaining portions are formed to have common structures. More specifically, the inner diameter e2 of the fitting hole 88A in the exhaust pipe fitting member 86A, formed in the cylinder head 28 of the second combustion engine E2 as shown in Fig. 7 is formed to have a value smaller than the inner diameter e1 of the fitting hole 88 in the cylinder head 28 of the first combustion engine E1 as shown in Fig. 3 , that is, e2 ⁇ e1. Other structural features than that described above are common to the first and second combustion engines E1 and E2.
  • the inner diameter d2 of each of the second exhaust pipes 30A in the exhaust upstream section 74A of the second exhaust device D2 shown in Fig. 7 is also formed to have a value smaller than the inner diameter d1 of each of the first exhaust pipes 30 shown in Fig. 3 , that is, d2 ⁇ d1, and, in correspondence therewith, the outer diameter f2 of the collar 84A of the second exhaust device D2 shown in Fig. 7 , too, is formed to have a value smaller than the outer diameter f1 of the collar 84 shown in Fig. 3 , that is, f2 ⁇ f1.
  • each of the first exhaust pipes 30 chosen to be greater than the inner diameter d2 of each of the second exhaust pipes 30A in this way, the exhaust passage is widened and, despite of the common combustion engine, the output power of the first vehicle M1 increases.
  • the outer diameter f1 of the tubular portion 84a of the collar 84 of each of the first exhaust pipes 30 is set to a value greater than the inner diameter e2 of the fitting hole 88A of the cylinder head 28 shown in Fig. 7 and cannot be inserted into the fitting hole 88A of the second combustion engine E2.
  • each of the first exhaust pipes 30 shown in Fig. 3 cannot be fitted to the second combustion engine E2 shown in Fig. 7 .
  • a second communicating tube 118A of the muffler 34A in the exhaust downstream section 76A of the second exhaust device D2 shown in Fig. 6 have its opposite ends closed so that a portion of the exhaust gases will not flow from the first expansion chamber 106 to the third expansion chamber 108.
  • the muffler 34A of the second exhaust device D2 has a flow path narrower than that of the muffler 34 of the first exhaust device D1 shown in Fig. 2 and the output power is correspondingly reduced.
  • the connecting tube 36 of the second exhaust device D2 shown in Fig. 6 is not provided with any exhaust valve.
  • the second exhaust device D2 has its output power lowered as compared with that of the first exhaust device D1 shown in Fig. 2 and, therefore, demands for optimization of characteristics with the use of the exhaust valve are not so strong and the cost can be reduced.
  • a coupling 69A present at an intermediate portion of the second exhaust device D2 includes a male pipe 130A, which is a sort of a coupling member provided at a downstream end portion (rear end portion) of the exhaust upstream section 74A, and a female pipe 132A which is a sort of a coupling member provided at an upstream end portion (front end portion) of the exhaust downstream section 76A.
  • the male pipe 130 and the female pipe 132 are reversed relative to each other. Accordingly, the respective exhaust upstream sections 74 and 74A of the first and second exhaust devices D1 and D2 and the respective exhaust downstream sections 76 and 76A of the first and second exhaust devices D1 and D2 are non-interchangeable relative to each other.
  • the first combustion engine E1 may include the exhaust upstream section 74, in which case each of the connections 78, which connects the cylinder head 28 with the corresponding first exhaust pipe 30 as shown in Fig. 3 , may not be non-interchangeable with a connection 78A which connects the cylinder head 28 of the second combustion engine E2 with the corresponding exhaust pipe 30A as shown in Fig. 7 .
  • Coupling members 130 and 132 both shown in Fig. 4 connect the exhaust downstream section 76 (first exhaust device) with the first combustion engine E1 and coupling members 130A and 132A both shown in Fig. 8 connect the exhaust downstream section 76A (second exhaust device) with the second combustion engine E2 and the both connections are hence non-interchangeable.
  • the control unit CU1, shown in Fig. 1 , and the control unit CU2, shown in Fig. 6 execute different engine control methods (programs). Even the difference in control method makes the output power adjusted.
  • the control unit CU1 shown in Fig. 1 and the control unit CU2 shown in Fig. 6 are so designed and so configured that they would not operate when interchanged with each other. More specifically, a program that will not be activated when they are interchanged is configured and/or the shape of a coupler connected with the control unit is altered.
  • the control unit issues a drive command to a controlled target machine or equipment such as, for example, an ignition device, a fuel injection device or an exhaust valve.
  • a controlled target machine or equipment such as, for example, an ignition device, a fuel injection device or an exhaust valve.
  • the control unit makes use of a different program for commanding the controlled target machine or equipment so that the output power of the second vehicle M2, rather than the first vehicle M1, can be suppressed.
  • the target machine or equipment to be controlled by the control unit may include intake and exhaust valves.
  • the output power is suppressed by altering exhaust characteristics physically such as, for example, by closing a portion of the communicating tube or changing the inner diameter of the exhaust pipe.
  • the suppression of the output power may be such as to reduce the output power over the entire area or as to reduce the output power only in a high output power area including the maximum output power.
  • Reduction of the output power by means of the exhaust device rather than the intake device is effective to minimize an adverse influence on the feeling during the travel. Also, alteration of the characteristic of the muffler is effective to alter the exhaust efficiency without changing the outer shape and also to reduce an adverse influence which would be brought on any other machines or equipments.
  • the exhaust valve 42 is mounted on the exhaust downstream section 76 for the high output power and no exhaust valve is mounted on the exhaust downstream section 76A for the low output power. Accordingly, even if the exhaust downstream section 76 for the high output power is fitted to the second vehicle M2 for the low output power, the control unit CU2 of the vehicle of the low output power is unable to drive the exhaust valve 42 and, hence, it is possible to avoid the alteration of the output power against the intent of the designer.
  • the method of assembling the second exhaust device D2 and the method of fitting to the motorcycle body, that is, the vehicle making method are similar to those described in connection with the first exhaust device D1, except for the differences found between the inner diameters e1 and e2 of the mounting holes 88 and 88A of the cylinder head 28, between the inner diameters d1 and d2 of the exhaust pipes 30 and 30A, orientation of the male and female coupling members of the couplings 69 and 69A and others.
  • the positions and the structure of the first mounting piece 126 and the second mounting piece 128, which are mount portions relative to the motorcycle body can be formed analogously.
  • the exhaust device will be displaced rearwardly a distance corresponding to the size of the adaptor.
  • a mounting portion of the exhaust device and a mounting position of the motorcycle body will be displaced with the consequence that the exhaust device can no longer be fixed to the motorcycle body, and therefore, it is necessary to alter the mounting portion for each of the types.
  • the first and second combustion engines E1 and E2 differ from each other only in that the respective mounting holes 88 and 88A of the cylinder heads 28, which are connecting portion with the first and second exhaust devices D1 and D2, have the inner diameters e1 and e2 that are different from each other. Accordingly, the two motorcycles M1 and M2 having the different output power can be manufactured with no need to alter the major structural features of the engines and, hence, the number of respective steps required in designing and testing can be reduced. Also, with the exhaust systems, not the intake systems, differentiated from each other, any influence which may be brought on the output characteristic can be suppressed.
  • the first and second combustion engines E1 and E2 may include the exhaust upstream section 74 and 74A of the first and second exhaust devices D1 and D2, in which case the first and second combustion engines E1 and E2 and the exhaust downstream sections 76 and 76A are, as shown in Figs. 4 and 8 , connected together by means of a coupling or mating structure in which one of them is connected with the other of them, and the couplings 69 and 69A are different in structure between the first and second combustion engines E1 and E2.
  • a non-interchangeable structure can be realized, in which the exhaust upstream sections 74 and 74A and the exhaust downstream sections 76 and 76A in the different types cannot be connectable with each other.
  • the non-interchangeable structure can be realized merely by reversing the orientation of the coupling members 130, 130A, 132 and 132A and, hence, an undesirable increase of the number of component parts can also be suppressed.
  • the combustion engine and the exhaust upstream section, and the exhaust upstream section, and the exhaust downstream section have been shown and described as separable from each other so that among a plurality of types the combustion engine and the exhaust upstream section, and the exhaust upstream section and the exhaust downstream section may have a non-interchangeability, the non-interchangeability may be provided at only one location or three or more locations somewhere in the exhaust system of the combustion engine.
  • the exhaust upstream sections are common to each other, only the exhaust downstream sections may be made non-interchangeable.
  • first and second combustion engines E1 and E2 and the exhaust upstream sections 74, 74A, and the exhaust upstream sections 74 and 74A and the exhaust downstream sections 76 and 76A have been shown and described as non-interchangeable, it is sufficient that a device for the high output power is non-connectable at least in the vehicle for the low output power and a device for the low output power may be connectable in the vehicle for the high output power.
  • the males and the females have been shown and described as reversed in orientation for the different coupling structures employed between the exhaust upstream sections 74 and 74A and the exhaust downstream sections 76 and 76A of the first and second exhaust devices D1 and D2, other than that it is possible to differentiate the shape of a projection relative to a recess or to differentiate the position of a bolt hole to be defined in a flange where a flanged coupling is employed.
  • the coupling shape may be similarly differentiated or the position of the bolt hole may be similarly differentiated.
  • the inner diametric dimension, the hole shape and so on may be differentiated.
  • one may be round in shape, in which case the other is formed in a round shape having a key groove and, alternatively, one may be round in shape in which case the other is formed to an oval shape.
  • the exhaust upstream section 74 has been shown and described as having the female pipe 132 whereas the exhaust downstream section 76 has been shown and described as having the male pipe 130.
  • the first exhaust device D1 on the side of the high output power may be so designed that the exhaust upstream section 74 has the male pipe 130 whereas the exhaust downstream section 76 has the female pipe 132.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)

Claims (4)

  1. Fahrzeugherstellungsverfahren, das Folgendes aufweist:
    einen Vorbereitungsschritt zur Herstellung erster und zweiter Verbrennungsmotoren (E1, E2) mit entsprechenden Verbindungsabschnitten mit Abgasvorrichtungen (D1, D2), welche Verbindungsabschnitte voneinander verschieden sind, jedoch die restlichen Abschnitte so ausgebildet sind, um gemeinsame Strukturen aufzuweisen, und mit zwei, ersten und zweiten, Abgasvorrichtungen (D1, D2) mit verschiedenen Merkmalen und jeweils dem ersten und zweiten Verbrennungsmotor (E1, E2) entsprechend; und
    einen Montageschritt zum Verbinden der Verbrennungsmotoren (E1, E2) mit den entsprechenden Abgasvorrichtungen (D1, D2), um zwei Typen von ersten und zweiten Fahrzeugen (M1, M2) mit verschiedenen Abgabeleistungen bereitzustellen, wobei,
    während des Vorbereitungsschritts, der erste und zweite Verbrennungsmotor (E1, E2) und die erste und zweite Abgasvorrichtung (D1, D2) hergestellt werden, wobei die erste Abgasvorrichtung (D1) für eine hohe Abgabeleistung mit dem Verbindungsabschnitt des ersten Verbrennungsmotors (E1) verbindbar ist, und die zweite Abgasvorrichtung (D2) für eine geringe Abgabeleistung mit dem Verbindungsabschnitt des zweiten Verbrennungsmotors (E2) verbindbar ist, jedoch die erste Abgasvorrichtung (D1) damit nicht verbindbar ist; und
    während des Montageschritts, das erste Fahrzeug (M1) von hoher Abgabeleistung durch Verbinden der ersten Abgasvorrichtung (D1) mit dem Verbindungsabschnitt des ersten Verbrennungsmotors (E1) montiert wird und das zweite Fahrzeug (M2) von geringer Abgabeleistung durch Verbinden der zweiten Abgasvorrichtung (D2) mit dem zweiten Verbrennungsmotor (E2) montiert wird; der erste und der zweite Verbrennungsmotor (E1, E2) und die erste und die zweite Abgasvorrichtung (D1, D2) miteinander mittels Kopplungsstrukturen zum Verbinden von einem von ihnen mit dem anderen verbunden werden; und
    auf Grund des Unterschieds in der Kopplungsstruktur zwischen dem ersten und dem zweiten Verbrennungsmotor (E1, E2), die zweite Abgasvorrichtung (D2) der geringen Abgabeleistung mit dem Verbindungsabschnitt des zweiten Verbrennungsmotors (E2) verbindbar ist, jedoch die erste Abgasvorrichtung (D1) der hohen Abgabeleistung mit dem Verbindungsabschnitt des zweiten Verbrennungsmotors (E2) nicht verbindbar ist; dadurch gekennzeichnet, dass
    der erste und zweite Verbrennungsmotor (E1, E2) und die erste und die zweite Abgasvorrichtung (D1, D2) miteinander über Kopplungselemente (130, 132), mit jeweils einer rohrförmigen Außenwand, die mit einer rohrförmigen Innenwand im Eingriff ist, verbunden sind; und
    die Kopplungselemente (130, 132) des ersten und des zweiten Verbrennungsmotors (E1, E2) so ausgebildet sind, dass sie relativ zueinander in der Orientierung umgekehrt wurden, die zweite Abgasvorrichtung (D2) der geringen Abgabeleistung mit dem Verbindungsabschnitt des zweiten Verbrennungsmotors (E2) verbindbar ist, jedoch die erste Abgasvorrichtung (D1) der hohen Abgabeleistung mit dem Verbindungsabschnitt des zweiten Verbrennungsmotors (E2) nicht verbindbar ist.
  2. Fahrzeugherstellungsverfahren nach Anspruch 1, wobei
    der erste und der zweite Verbrennungsmotor (E1, E2) einen Zylinderkopf (28) und ein erstes oder zweites Abgasrohr (30, 30A) umfasst, das getrennt mit dem ersten oder zweiten Verbrennungsmotor (E1, E2) verbunden ist und bedienbar ist, um Abgase zu führen, die aus dem Zylinderkopf (28) an die erste oder zweite Abgasvorrichtung (D1, D2) abgegeben wurden;
    der erste und der zweite Verbrennungsmotor (E1, E2) sich voneinander nur hinsichtlich einer Verbindungsstruktur mit der ersten oder der zweiten Abgasvorrichtung (D1, D2) unterscheiden, und die restlichen Abschnitte so ausgebildet sind, dass sie gemeinsame Strukturen besitzen;
    während des Vorbereitungsschritts, das erste und das zweite Abgasrohr (30, 30A) hergestellt werden, wobei das erste Abgasrohr (30) für eine hohe Abgabeleistung mit dem Zylinderkopf (28) des ersten Verbrennungsmotors (E1) verbindbar ist und das zweite Abgasrohr (30A) für eine geringe Abgabeleistung mit dem Zylinderkopf (28) des zweiten Verbrennungsmotors (E2) verbindbar ist, jedoch das erste Abgasrohr (30) mit dem Zylinderkopf (28) des zweiten Verbrennungsmotors (E2) nicht verbindbar ist; und
    während des Montageschritts, das erste Abgasrohr (30) mit dem Zylinderkopf (28) des ersten Verbrennungsmotors (E1) verbunden wird, um dadurch das erste Fahrzeug (M1) zu montieren, und das zweite Abgasrohr (30A) mit dem Zylinderkopf (28) des zweiten Verbrennungsmotors (E2) verbunden wird, um dadurch das zweite Fahrzeug (M2) zu montieren.
  3. Fahrzeugherstellungsverfahren nach Anspruch 2, wobei
    die Zylinderköpfe (28) des ersten und des zweiten Verbrennungsmotors (E1, E2) mit dem ersten bzw. dem zweiten Abgasrohr (30, 30A) mittels Verbindungsstrukturen zum Verbinden von einem von ihnen mit dem anderen verbunden werden; und
    auf Grund des Unterschieds in der Kopplungsstruktur zwischen den Zylinderköpfen (28) des ersten und des zweiten Verbrennungsmotors (E1, E2), das zweite Abgasrohr (30A) mit dem Zylinderkopf (28) des zweiten Verbrennungsmotors (E2) verbindbar ist, jedoch das erste Abgasrohr (30A) damit nicht verbindbar ist; und
    ein Innendurchmesser eines Passloches (88, 88A) in einem in dem Zylinderkopf (28) des zweiten Verbrennungsmotors (E2) ausgebildeten Abgasrohr-Passelements (86) so ausgebildet ist, dass er einen kleineren Wert als der Innendurchmesser eines Passlochs (88, 88A) in dem Zylinderkopf (28) des ersten Verbrennungsmotors (E1) aufweist.
  4. Fahrzeuggruppe, umfassend erste und zweite Fahrzeuge (M1, M2) mit verschiedenen Abgabeleistungen, wobei das erste Fahrzeug (M1) einen ersten Verbrennungsmotor (E1) und eine erste Abgasvorrichtung (D1) für eine hohe Abgabeleistung aufweist, das zweite Fahrzeug (M2) einen zweiten Verbrennungsmotor (E2) und eine zweite Abgasvorrichtung (D2) für eine geringe Abgabeleistung aufweist; wobei der erste und der zweite Verbrennungsmotor (E1, E2) verschiedene Verbindungsabschnitte zum Verbinden mit der erste bzw. der zweiten Abgasvorrichtungen (D1, D2) aufweisen, jedoch die restlichen Abschnitte so ausgebildet sind, dass sie eine gemeinsame Struktur aufweisen;
    die erste Abgasvorrichtung (D1) mit dem ersten Verbrennungsmotor (E1) verbindbar ist, jedoch mit dem zweiten Verbrennungsmotor (E2) nicht verbindbar ist;
    die zweite Abgasvorrichtung (D2) so ausgebildet sind, dass sie mit dem zweiten Verbrennungsmotor (E2) verbindbar ist;
    der erste und der zweite Verbrennungsmotor (E1, E2) und die erste und die zweite Abgasvorrichtung (D1, D2) miteinander mittels Kopplungsstrukturen zum Verbinden von einer von ihnen mit der anderen verbunden sind,
    dadurch gekennzeichnet, dass der erste und der zweite Verbrennungsmotor (E1, E2) und die erste und die zweite Abgasvorrichtung (D1, D2) miteinander über Kopplungselemente (130, 132) mit jeweils einer rohrförmigen Außenwand, die mit einer rohrförmigen Innenwand im Eingriff ist, verbunden sind, wobei die Kopplungselemente (130,132) die Kopplungsstrukturen bilden; und
    da die Kopplungselemente (130, 132) des ersten und des zweiten Verbrennungsmotors (E1, E2) so ausgebildet sind, dass sie relativ zueinander in der Orientierung umgekehrt wurden, die zweite Abgasvorrichtung (D2) mit dem Verbindungsabschnitt des zweiten Verbrennungsmotors (E2) verbindbar ist, jedoch die erste Abgasvorrichtung (D1) mit dem Verbindungsabschnitt des zweiten Verbrennungsmotors (E2) nicht verbindbar ist.
EP13181211.7A 2012-09-04 2013-08-21 Verfahren zur Herstellung eines Fahrzeugs Active EP2703616B1 (de)

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JP2012193795A JP5973294B2 (ja) 2012-09-04 2012-09-04 車両製造方法

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Publication number Priority date Publication date Assignee Title
WO2018173299A1 (ja) * 2017-03-24 2018-09-27 本田技研工業株式会社 吸気系部品の取付け構造
JP2021080837A (ja) * 2019-11-15 2021-05-27 マツダ株式会社 内燃機関搭載車両の排気管構造、および内燃機関搭載車両の製造方法

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Publication number Priority date Publication date Assignee Title
GB607936A (en) * 1947-04-14 1948-09-07 Leonard Joseph Barclay Improvements relating to the exhaust system of motor car and other engines
JPS5943461Y2 (ja) * 1979-11-12 1984-12-24 本田技研工業株式会社 内燃機関の排気管取付装置
JPS60150417A (ja) * 1984-01-17 1985-08-08 Yamaha Motor Co Ltd 自動二輪車等におけるエンジンの排気管
JP3496001B2 (ja) * 2001-06-05 2004-02-09 川崎重工業株式会社 自動二輪車の排気装置
JP4362390B2 (ja) * 2004-02-27 2009-11-11 川崎重工業株式会社 自動二輪車の排気装置

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JP5973294B2 (ja) 2016-08-23
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