EP3184763B1 - Véhicule à cheval - Google Patents

Véhicule à cheval Download PDF

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Publication number
EP3184763B1
EP3184763B1 EP16199052.8A EP16199052A EP3184763B1 EP 3184763 B1 EP3184763 B1 EP 3184763B1 EP 16199052 A EP16199052 A EP 16199052A EP 3184763 B1 EP3184763 B1 EP 3184763B1
Authority
EP
European Patent Office
Prior art keywords
oil path
centrifugal filter
annular plate
wall
transmission
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
EP16199052.8A
Other languages
German (de)
English (en)
Other versions
EP3184763A1 (fr
Inventor
Masato Fujita
Hirotsugu Oga
Kimihiko Sato
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP3184763A1 publication Critical patent/EP3184763A1/fr
Application granted granted Critical
Publication of EP3184763B1 publication Critical patent/EP3184763B1/fr
Active legal-status Critical Current
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02—Arrangements of lubricant conduits

Definitions

  • the present invention relates to a straddled vehicle having an internal combustion engine.
  • Straddled vehicles having an internal combustion engine placed inside a crankcase, and a V-belt continuously variable transmission placed outside the crankcase are known in the art.
  • straddled vehicles having an internal combustion engine placed inside a crankcase, and a transmission including a plurality of gears placed inside the crankcase are known in the art.
  • foreign matter generated by abrasion of the transmission may contaminate the lubricant inside the crankcase. Therefore, such a straddled vehicle may have a larger amount of foreign matter contaminating the lubricant, as compared with a straddled vehicle in which the transmission is placed outside the crankcase.
  • Japanese Laid-Open Patent Publication No. 2014-70568 discloses a straddled vehicle having a first oil path provided inside a crankshaft, a second oil path provided inside the crankshaft, and a centrifugal filter attached to the crankshaft.
  • the centrifugal filter communicates with the first oil path via a first communicating hole, and communicates with the second oil path via a second communicating hole.
  • the lubricant which has been removed of the foreign matter by the centrifugal filter, flows through the second oil path inside the crankshaft and is guided to the big end of the connecting rod.
  • the lubricant in the centrifugal filter needs to be pressurized in order for the lubricant in the centrifugal filter to flow into the second oil path inside the crankshaft against the centrifugal force. Therefore, the space inside the centrifugal filter is sealed except for the first communicating hole and the second communicating hole.
  • the lubricant, having flowed into the second oil path inside the crankshaft, is used for lubricating sliding parts, such as the big end and the small end of the connecting rod, and for cooling the piston.
  • the lubrication of the small end of the connecting rod and the cooling of the piston are done by the lubricant being ejected upward from between the big end of the connecting rod and the crank web.
  • a straddled vehicle of the present invention includes a crankcase, a cylinder, a crankshaft, a transmission, a connecting rod, a piston, a bearing, an annular plate, a first oil path, and a second oil path.
  • the crankcase includes a wall with a hole therein.
  • the cylinder is connected to the crankcase, at least a part of the cylinder being located above the crankcase .
  • the crankshaft is placed inside the crankcase and includes a first crank web including a first side wall and a second side wall on an opposite side from the first side wall, a second crank web facing the second side wall of the first crank web, a crankpin connected to the first crank web and the second crank web, and a first shaft provided on the first side wall of the first crank web.
  • the transmission is placed inside the crankcase and includes a first rotation shaft, a second rotation shaft, a plurality of first gears provided on the first rotation shaft, and a plurality of second gears provided on the second rotation shaft and meshing with the first gears.
  • the connecting rod includes a big end and a small end, the big end including a pin hole in which the crankpin is inserted.
  • the piston is placed inside the cylinder and connected to the small end of the connecting rod.
  • the bearing is placed in the hole of the wall of the crankcase and configured to rotatably support the first shaft.
  • the annular plate is fixed to the first side wall of the first crank web, a part of the annular plate being spaced apart from the first side wall.
  • the centrifugal filter is formed by the first side wall and the annular plate, the centrifugal filter being closed on a radially outer side and being open on a radially inner side.
  • the first oil path communicates with the centrifugal filter and is configured to guide lubricant to the centrifugal filter.
  • the second oil path is configured to connect between the centrifugal filter and a gap between the connecting rod and the crankpin.
  • the second oil path includes a first channel hole formed inside the crankpin and extending in an axial direction of the crankpin, and a second channel hole formed inside the crankpin and extending in a radial direction of the crankpin, the second channel hole communicating with the first channel hole.
  • a front end of the transmission is located rearward of a rear end of the cylinder.
  • the transmission is placed rearward of the centrifugal filter. A part of the transmission overlaps with the centrifugal filter, as the vehicle is seen from the front.
  • the first side wall of the first crank web includes an outer edge wall located radially outward of the first shaft and a depressed wall located radially inward of the outer edge wall and depressed relative to the outer edge wall.
  • the annular plate is spaced apart from at least a part of the depressed wall. The depressed wall and the annular plate together form the centrifugal filter.
  • a desirable centrifugal filter is formed by the depressed wall and the annular plate.
  • the centrifugal filter includes an oil reservoir space defined by the first side wall and the annular plate.
  • foreign matter is removed from lubricant by using the centrifugal force in the oil reservoir space.
  • the annular plate includes an inner circumferential edge spaced apart from the bearing in a radially outward direction.
  • the first oil path is formed in the wall of the crankcase and includes an opening, at least a part of the opening being located radially inward of the inner circumferential edge of the annular plate.
  • lubricant can be guided to the centrifugal filter through the opening formed in the wall of the crankcase.
  • an oil path in which lubricant flows is absent inside the first shaft.
  • the first oil path is formed in the first shaft and includes an opening, the opening being located radially inward of the inner circumferential edge of the annular plate and between the annular plate and the first side wall with respect to an axial direction of the crankshaft.
  • lubricant can be guided to the centrifugal filter through the opening formed in the first shaft.
  • a gap in a radial direction between the inner circumferential edge of the annular plate and the bearing is smaller than a dimension of the bearing in the radial direction.
  • a desirable centrifugal filter is obtained, whichmakes it possible to supply clean lubricant to the gap between the connecting rod and the crankpin and to the transmission.
  • a gap in a radial direction between the inner circumferential edge of the annular plate and the bearing is smaller than a dimension in the radial direction between the inner circumferential edge and an outer circumferential edge of the annular plate.
  • a desirable centrifugal filter is obtained, whichmakes it possible to supply clean lubricant to the transmission.
  • the crankcase includes another wall including an oil path and a discharge port formed therein, wherein lubricant flows in the oil path, and the discharge port is connected to the oil path and includes an opening facing the transmission.
  • the discharge port is placed so as to be aligned with a part of the transmission with respect to an axial direction of the crankshaft.
  • a vehicle of the present embodiment is a motorcycle 1 , which is an example straddled vehicle to be straddled by a passenger.
  • vehicle of the present invention is not limited to the motorcycle 1 , but may be any other straddled vehicle to be straddled by a passenger, such as a three-wheeled vehicle, an all terrain vehicle (ATV) and a snowmobile.
  • ATV all terrain vehicle
  • front, rear, left, right, up and down refer to these directions as seen from a passenger seated in a seat 4 while the motorcycle 1 is stationary in an upright position on a horizontal surface, unless specified otherwise.
  • the terms forward and rearward refer to these directions in the vehicle front-rear direction, unless specified otherwise.
  • upward and downward refer to these directions in the vehicle up-down direction.
  • leftward and rightward refer to these directions in the vehicle left-right direction.
  • the motorcycle 1 includes a vehicle body frame 2 including a head pipe 12, a power unit 3 supported on the vehicle body frame 2, a front wheel 20 and a rear wheel 30.
  • a steering shaft 13 is rotatably supported on the head pipe 12.
  • a handle bar 11 is fixed on an upper portion of the steering shaft 13, and a front fork 14 is fixed on a lower portion of the steering shaft 13.
  • the front wheel 20 is attached to the front fork 14.
  • a fuel tank 10 is placed upward of the power unit 3.
  • the seat 4 is placed rearward of the fuel tank 10.
  • the power unit 3 is linked to the rear wheel 30 via a transmission member such as a chain 26 (not shown in FIG. 1 ; see FIG. 2 ).
  • the power unit 3 includes an internal combustion engine 5.
  • the power unit 3 drives the rear wheel 30 using the power from the internal combustion engine 5.
  • the internal combustion engine 5 is a single-cylinder internal combustion engine including a single cylinder 6. Note however that the internal combustion engine 5 may be a multi-cylinder internal combustion engine including a plurality of cylinders.
  • the power unit 3 includes a crankcase 7, a cylinder block 8 fixed on the crankcase 7, a cylinder head 9 fixed on the cylinder block 8, and a cylinder head cover 15 fixed on the cylinder head 9.
  • the cylinder 6 is provided inside the cylinder block 8, and a piston 16 is placed inside the cylinder 6.
  • the cylinder 6 is a part of the cylinder block 8
  • the cylinder 6 in the present embodiment is a cylinder sleeve, which is separate from the other part of the cylinder block 8.
  • the cylinder 6 may be integral with the other part of the cylinder block 8.
  • the cylinder 6 may be provided by, for example, plating the wall surface of the circular hole of the cylinder block 8.
  • a combustion chamber 17 is defined by the piston 16, the cylinder 6 and the cylinder head 9. At least a part of the cylinder block 8 is placed upward of the crankcase 7 (see FIG. 3 ). Therefore, at least a part of the cylinder 6 is placed upward of the crankcase 7.
  • a crankshaft 18 is placed inside the crankcase 7.
  • the crankshaft 18 and the piston 16 are linked together by a connecting rod 19.
  • the piston 16 is connected to a small end 19a of the connecting rod 19.
  • the crankshaft 18 is connected to a big end 19b of the connecting rod 19.
  • the small end 19a is placed upward of the big end 19b.
  • a generator 21 is attached to the left end of the crankshaft 18.
  • a gear 28 is placed at the right end of the crankshaft 18.
  • a main shaft 23 and a drive shaft 24 are placed inside the crankcase 7.
  • the main shaft 23 and the drive shaft 24 are an example of the "first rotation shaft” and an example of the “second rotation shaft”, respectively.
  • the main shaft 23 and the drive shaft 24 are placed parallel to the crankshaft 18.
  • a plurality of transmission gears 25A are provided on the main shaft 23.
  • Transmission gears 25B, meshing with the transmission gears 25A, are provided on the drive shaft 24.
  • the transmission gears 25A and 25B are an example of the "first gears” and an example of the "second gears", respectively.
  • the main shaft 23, the transmission gears 25A, the transmission gears 25B and the drive shaft 24 together form a transmission 35 placed inside the crankcase 7.
  • the left end 24a of the drive shaft 24 is placed outside the crankcase 7.
  • a sprocket 26A is fixed at the left end 24a of the drive shaft 24, with the chain 26 wrapped around the sprocket 26A.
  • a front end 35f of the transmission 35 is located rearward of a rear end 6b of the cylinder 6.
  • the front end 35f of the transmission 35 is the most forward part of the transmission 35 in the vehicle front-rear direction.
  • the most forward part of the transmission gears 25A in the vehicle front-rear direction is the front end 35f.
  • the rear end 6b of the cylinder 6 is the most rearward part of the cylinder 6 in the vehicle front-rear direction.
  • the transmission 35 is absent directly below the cylinder 6.
  • the transmission 35 is absent in the path in which the lubricant freefalls from the cylinder 6.
  • a clutch 40 is provided at the right end of the main shaft 23. While the clutch 40 is a wet multiple-disc clutch in the present embodiment, there is no particular limitation on the type of the clutch 40.
  • the clutch 40 includes a clutch housing 41 rotatably supported on the main shaft 23, a clutch boss 42 non-rotatably supported on the main shaft 23, a plurality of plates 27 which are supported on the clutch housing 41 and rotate together with the clutch housing 41, a plurality of plates 29 which are supported on the clutch boss 42 and rotate together with the clutch boss 42, a pressure plate 43 configured to press the plates 27 and the plates 29 against each other, and a spring 45 configured to urge the pressure plate 43 toward the plates 27 and the plates 29.
  • the crankshaft 18 includes a first crank web 31, a second crank web 32, a first shaft 33 and a second shaft 34.
  • the first crank web 31 and the first shaft 33 are provided as an integral part, and the second crank web 32 and the second shaft 34 are provided as an integral part.
  • the first crank web 31 includes a first side wall 31a, and a second side wall 31b on the opposite side from the first side wall 31a.
  • the second crank web 32 is facing the second side wall 31b of the first crank web 31.
  • the first shaft 33 is provided on the first side wall 31a of the first crank web 31.
  • the first side wall 31a and the second side wall 31b are the right side wall and the left side wall, respectively, of the first crank web 31.
  • the first shaft 33 extends rightward from the first side wall 31a.
  • the second shaft 34 extends leftward from the second crank web 32.
  • the first crank web 31 includes a pin hole 31c
  • the second crank web 32 includes a pin hole 32c.
  • a pin hole 19c is provided in the big end 19b of the connecting rod 19.
  • a crankpin 36 is inserted through these pin holes 31c, 32c and 19c.
  • the crankpin 36 is connected to the first crank web 31, the big end 19b of the connecting rod 19 and the second crank web 32.
  • the first crank web 31, the big end 19b of the connecting rod 19 and the second crank web 32 are linked together by the crankpin 36.
  • the crankcase 7 includes a wall 38 with a hole 37 therein, and a wall 44 with a hole 66 therein.
  • a bearing 39 rotatably supporting the first shaft 33 and a metal sleeve 85 are placed in the hole 37. Note that the sleeve 85 is not always needed, and it may be omitted.
  • a bearing 46 rotatably supporting the second shaft 34 is placed in the hole 66.
  • the bearings 39 and 46 are ball bearings in the present embodiment. Note however that the bearings 39 and 46 are not limited to ball bearings.
  • an annular plate 47 is fixed to the first side wall 31a of the first crank web 31.
  • the first side wall 31a includes an outer edge wall 31d located radially outward of the first shaft 33, and a depressed wall 31e located radially inward of the outer edge wall 31d and depressed relative to the outer edge wall 31d.
  • the terms radially inward and radially outward refer to a direction toward an axis 18c of the crankshaft 18 and a direction away from the axis 18c, respectively.
  • the annular plate 47 includes a flat portion 47a perpendicular to the direction of the axis 18c of the crankshaft 18 (hereinafter referred to as the axis direction), and a depressed portion 47b located radially outward of the flat portion 47a and depressed toward the first side wall 31a relative to the flat portion 47a.
  • the depressed portion 47b of the annular plate 47 is in contact with the first side wall 31a.
  • the flat portion 47a of the annular plate 47 is spaced apart from at least a part of the depressed wall 31e.
  • the flat portion 47a of the annular plate 47 is spaced apart in the axis direction from the part of the depressed wall 31e.
  • the flat portion 47a of the annular plate 47 is spaced apart rightward from the part of the depressed wall 31e.
  • the most radially inward portion of the flat portion 47a is an inner circumferential edge 47c of the annular plate 47.
  • the inner circumferential edge 47c is spaced apart from the bearing 39 in the radially outward direction. There is a gap between the inner circumferential edge 47c and the bearing 39.
  • the first side wall 31a and the annular plate 47 together form a centrifugal filter 50 that is closed on the radially outer side and is open on the radially inner side.
  • the gap between the inner circumferential edge 47c of the annular plate 47 and the bearing 39 is the opening of the centrifugal filter 50.
  • the annular plate 47 is in contact with the depressed wall 31e of the first side wall 31a in the present embodiment. Therefore, the centrifugal filter 50 is formed by the depressed wall 31e and the annular plate 47.
  • the centrifugal filter 50 includes an oil reservoir space 51 defined by the first side wall 31a and the annular plate 47.
  • the gap G1 in the radial direction between the inner circumferential edge 47c of the annular plate 47 and the bearing 39, the gap G1 is herein smaller than the width G2 of the bearing 39 in the radial direction.
  • the gap G1 is smaller than the distance G3 in the radial direction between the inner circumferential edge 47c and the outer circumferential edge of the annular plate 47.
  • the transmission 35 is placed rearward of the centrifugal filter 50.
  • the front end 35f of the transmission 35 is placed rearward of a rear end 50b of the centrifugal filter 50.
  • a part of the transmission 35 overlaps the centrifugal filter 50. Note that hatching representing the cross section of the crankshaft 18 and the connecting rod 19 is omitted in FIG. 5 for a better view of the transmission 35 located rearward of the crankshaft 18 and the connecting rod 19.
  • the power unit 3 includes a number of sliding parts. Therefore, the power unit 3 includes an oil supply system 70 configured to supply lubricant to the sliding parts.
  • FIG. 6 is a schematic view showing a configuration of the oil supply system 70. Arrows in FIG. 6 each represent a lubricant flow.
  • the oil supply system 70 includes an oil pan 61, a meshed oil filter 61A, an oil pump 62 and the centrifugal filter 50 described above.
  • the oil pan 61 is provided at the bottom of the crankcase 7.
  • Lubricant having lubricated sliding parts of the power unit 3, is collected in the oil pan 61.
  • the oil pan 61 and an inlet 62i of the oil pump 62 are connected to each other by an oil path 71.
  • the oil filter 61A is provided in the oil path 71 and is configured to filter oil which is sucked into the oil pump 62 from the oil pan 61. Oil having been cleaned through the oil filter 61A is supplied to the oil pump 62.
  • An oil path 72 is connected to an outlet 62o of the oil pump 62.
  • the oil path 72 diverges into an oil path 73 and an oil path 76.
  • the oil path 73 further diverges into an oil path 74 and an oil path 75.
  • the oil path 74 extends to the cylinder head cover 15 via the crankcase 7, the cylinder block 8 and the cylinder head 9.
  • Oil supply ports 74a and 74b provided along the oil path 74 are configured to supply lubricant from above to an intake valve 67, an intake cam 67a (see FIG. 2 ), an exhaust valve 48 and an exhaust cam 48a (see FIG. 2 ).
  • a discharge port 75a provided along the oil path 75 is configured to supply lubricant to the transmission 35.
  • the discharge port 75a is provided in a wall 49 of the crankcase 7, and has an opening facing toward the transmission 35.
  • the oil path 75 includes an oil path 75b formed inside the wall 49.
  • the oil path 75b is connected to the discharge port 75a.
  • the discharge port 75a is placed so as to be aligned with a part of the transmission 35 with respect to the axial direction of the crankshaft 18 (the left-right direction of FIG. 7 ).
  • the discharge port 75a is configured to inject lubricant toward the transmission 35.
  • the discharge port 75a has an opening facing toward transmission gear 25A that is the first gear.
  • the opening of the discharge port 75a may be facing toward a transmission gear 25A that is other than the first gear.
  • the opening of the discharge port 75a may be facing the main shaft 23, the drive shaft 24 and/or the transmission gears 25B. There is no particular limitation on the number of the discharge ports 75a.
  • the oil path 76 is connected to a first oil path 81 configured to guide oil to the centrifugal filter 50.
  • the first oil path 81 is formed inside the wall 38 of the crankcase 7.
  • the first oil path 81 includes an opening 81o for discharging oil.
  • the opening 81o is formed in the wall 38.
  • the opening 81o is defined by the gap, in the hole 37 of the wall 38, between the bearing 39 and the sleeve 85. Note however that the position and the configuration of the opening 81o are not limited to those of the present embodiment. At least a part of the opening 81o is located radially inward of the inner circumferential edge 47c of the annular plate 47. The opening 81o is facing toward the first side wall 31a of the first crank web 31.
  • a gap 55 is formed between the big end 19b of the connecting rod 19 and the crankpin 36.
  • the gap 55 includes a gap 55a between the crankpin 36 and a needle bearing 39B, a gap 55b between the needle bearing 39B and the big end 19b, and a gap 55c between the big end 19b and the crank webs 31 and 32.
  • the centrifugal filter 50 and the gap 55 communicate with each other via a second oil path 82.
  • the second oil path 82 includes a first channel hole 82a formed inside the crankpin 36 and extending in the axial direction of the crankpin 36, and a second channel hole 82b formed inside the crankpin 36 and extending in the radial direction of the crankpin 36.
  • the first channel hole 82a and the second channel hole 82b communicate with each other.
  • crankpin 36 may refer not only to extending in the axis direction of the crankpin 36, but also to extending in a direction inclined from the axis direction.
  • extending in the radial direction of the crankpin 36 may refer not only to extending in a direction perpendicular to the axis direction of the crankpin 36, but also to extending in a direction inclined from the direction perpendicular to the axis direction.
  • an oil path in which lubricant flows is absent inside the first shaft 33 of the crankshaft 18.
  • An oil path in which lubricant flows is also absent inside the second shaft 34. Note however that it is possible to form an oil path inside the first shaft 33, in addition to the first oil path 81.
  • the power unit 3 is configured as described above. Next, oil circulation in the power unit 3 will be described.
  • Lubricant is stored in the oil pan 61.
  • the lubricant stored in the oil pan 61 is lubricant having lubricated sliding parts (e.g. , the intake cam 67a, the exhaust cam 48a, the transmission 35, etc.).
  • the lubricant stored in the oil pan 61 may include foreign matter from lubricated parts like the intake cam. Therefore, foreign matter may be contained in the lubricant stored in the oil pan 61.
  • the lubricant stored in the oil pan 61 is guided to the oil path 72 by the oil pump 62.
  • the lubricant in the oil path 72 diverges into the oil path 73 and the oil path 76, and the lubricant in the oil path 73 diverges into the oil path 74 and the oil path 75.
  • the lubricant in the oil path 74 is supplied to the intake cam 67a and the intake valve 67 via the oil supply port 74a, and to the exhaust cam 48a and the exhaust valve 48 via the oil supply port 74b. These streams of lubricant fall down by virtue of gravity to lubricate the intake cam 67a, the intake valve 67, the exhaust cam 48a and the exhaust valve 48, and are supplied further to a cam chain 54, etc., to be collected in the oil pan 61.
  • the lubricant in the oil path 75 is supplied to the transmission 35 via the discharge port 75a.
  • the lubricant injected from the discharge port 75a is supplied to the transmission 35 in the form of mist.
  • the transmission 35 is lubricated and cooled. Oil supplied to the transmission 35 falls down under the influence of gravity to be collected in the oil pan 61.
  • the lubricant in the oil path 76 flows through the first oil path 81, and is guided to the centrifugal filter 50 via the opening 81o.
  • the lubricant having been guided to the centrifugal filter 50 contains foreign matter therein, the foreign matter, which has a greater specific gravity, is collected on the outer side in the radial direction. Therefore, in the centrifugal filter 50, foreign matter is separated from lubricant.
  • the centrifugal filter 50 is closed on the radially outer side. Therefore, foreign matter is caught in a radially outward area of the centrifugal filter 50.
  • a part of clean lubricant, which has been removed of foreign matter flows through the second oil path 82 to be supplied to the gap 55 between the connecting rod 19 and the crankpin 36.
  • This lubricant lubricates the connecting rod 19 and the crankpin 36. A part of the lubricant having flown through the gap 55 is scattered toward the piston 16. The lubricant having been scattered toward the piston 16 lubricates the piston 16 and the cylinder 6 and cools the piston 16. The lubricant falls down under the influence of gravity to be collected in the oil pan 61.
  • the centrifugal filter 50 Since the centrifugal filter 50 is open on the radially inner side, lubricant, which has overflowed the oil reservoir space 51, is scattered around the first crank web 31. Since the first crank web 31 is rotating, oil to be scattered is scattered radially outward. Oil is scattered also from the gap 55c between the big end 19b of the connecting rod 19 and the crank webs 31 and 32. As shown in FIG. 3 , the transmission 35 is placed rearward of the centrifugal filter 50. As shown in FIG. 5 , the centrifugal filter 50 overlaps the transmission 35, as the vehicle is seen from the front. Therefore, a part of clean lubricant, which has overflowed the radially inner side of the centrifugal filter 50, is supplied to the transmission 35. The lubricant is supplied directly to the transmission 35. Thus, lubricant is supplied to the transmission 35 via the discharge port 75a of the oil path 75, and clean lubricant is supplied thereto from the centrifugal filter 50.
  • the lubricant having been guided from the first oil path 81 to the centrifugal filter 50 has been contaminated with foreign matter
  • the foreign matter is collected on the outer side in the radial direction of the centrifugal filter 50 by virtue of the centrifugal force from the rotation of the crankshaft 18.
  • the foreign matter is separated from the lubricant, and clean oil, which has been removed of the foreign matter, is sent from the centrifugal filter 50 to the second oil path 82. Clean lubricant, which has been removed of foreign matter, is supplied to the gap 55 between the connecting rod 19 and the crankpin 36.
  • the transmission 35 is placed rearward of the centrifugal filter 50, the lubricant that has been scattered from the centrifugal filter 50 is supplied to the transmission 35. Therefore, with the motorcycle 1 of the present embodiment, clean lubricant, which has been removed of foreign matter by the centrifugal filter 50, can be supplied to the transmission 35.
  • the centrifugal filter 50 is formed by the depressed wall 31e of the first side wall 31a of the first crank web 31 and the annular plate 47.
  • the centrifugal filter 50 can be provided by such a simple configuration.
  • the opening 81o of the first oil path 81 is formed in the wall 38 of the crankcase 7 . Oil can be guided from the first oil path 81 to the centrifugal filter 50 through the opening 81o formed in the wall 38 of the crankcase 7 . According to the present embodiment, an oil path in which lubricant flows is not needed inside the first shaft 33 of the crankshaft 18. According to the present embodiment, since there is no need to machine an oil path inside the first shaft 33, it is possible to reduce the machining cost and to decrease the radius of the first shaft 33.
  • the gap G1 in the radial direction between the inner circumferential edge 47c of the annular plate 47 and the bearing 39 is smaller than the dimension G2 of the bearing 39 in the radial direction.
  • the gap G1 is smaller than the dimension G3 in the radial direction between the inner circumferential edge 47c and the outer circumferential edge of the annular plate 47.
  • the discharge port 75a and the oil path 75b are formed in the wall 49 of the crankcase 7, and the discharge port 75a is placed so as to be aligned with a part of the transmission 35 with respect to the axial direction of the crankshaft 18. Therefore, oil can be supplied to the transmission 35 not only from the centrifugal filter 50 but also from the discharge port 75a. Thus, it is possible to supply a sufficient amount of oil to the transmission 35.
  • the motorcycle 1 of the embodiment described above includes the first oil path 81 formed in the wall 38 of the crankcase 7, there is no particular limitation on the member in which the first oil path 81 is formed.
  • the first oil path 81 may be formed in the first shaft 33 of the crankshaft 18 as shown in FIG. 8 , instead of the first oil path 81 formed in the wall 38 of the crankcase 7 .
  • like elements to those of the embodiment described above will be denoted by like reference numerals and will not be further discussed below.
  • the first oil path 81 includes an oil path 81a extending in the axial direction of the first shaft 33, and an oil path 81b connected to the oil path 81a and extending in the radial direction of the first shaft 33.
  • extending in the axial direction of the first shaft 33 may refer both to extending in the axial direction of the first shaft 33, and to extending in a direction inclined from the axial direction.
  • extending in the radial direction of the first shaft 33 may refer both to extending in a direction perpendicular to the axial direction of the first shaft 33, and to extending in a direction inclined from the direction perpendicular to the axial direction.
  • the first oil path 81 includes the opening 81o through which lubricant is discharged.
  • the opening 81o is provided at the downstream end of the oil path 81b.
  • the opening 81o is formed in the outer circumferential surface of the first shaft 33.
  • the opening 81o is located radially inward of the inner circumferential edge 47c of the annular plate 47 and between the annular plate 47 and the first side wall 31a with respect to the axial direction of the crankshaft 18. Lubricant is supplied to the centrifugal filter 50 via the opening 81o of the first oil path 81.
  • the inner circumferential edge 47c of the annular plate 47 is located radially inward of the radially outer end of the bearing 39.
  • the centrifugal filter 50 is formed by the first side wall 31a of the first crank web 31 and the annular plate 47. The centrifugal filter 50 is closed on the radially outer side and is open on the radially inner side.
  • lubricant which has been scattered from the centrifugal filter 50, is supplied to the transmission 35. Therefore, clean lubricant, which has been removed of foreign matter by the centrifugal filter 50, can be supplied to the transmission 35. It is possible, with a simple configuration, to form the centrifugal filter 50 that is closed on the radially outer side and is open on the radially inner side.
  • a ball bearing is used as the bearing 39, which is placed in the hole 37 of the wall 38 of the crankcase 7 and is configured to rotatably support the first shaft 33.
  • the type of the bearing 39 is not limited to a ball bearing.
  • the bearing 39 may be a cylindrical roller bearing, as shown in FIG. 9 .
  • the depressed wall 31e is formed in the first side wall 31a of the first crank web 31.
  • the depressed wall 31e may not be needed as long as the centrifugal filter 50 is formed by the first side wall 31a and the annular plate 47.
  • the centrifugal filter 50 is placed rightward of the cylinder axis CA in the embodiment described above.
  • the configuration of the embodiment described above may be placed in left-right symmetry with respect to a plane that includes the cylinder axis CA therein and is perpendicular to the crankshaft 18.
  • the annular plate 47 may be attached to the side wall, on which the second shaft 34 of the second crank web 32 is provided, and the centrifugal filter 50 may be formed by this side wall and the annular plate 47.
  • the first oil path 81 may be formed in the wall 44 of the crankcase 7 or the second shaft 34.
  • the positional relationships, etc., between different parts of the power unit 3 have been described above based on directions as seen from a passenger seated in the seat 4 while the motorcycle 1 is stationary in an upright position on a horizontal surface.
  • the positional relationships, etc., between different parts of the power unit 3 have been described based on a state (i.e., a mounted state) in which the power unit 3 is supported on the vehicle body frame 2.
  • the mounted state of the power unit 3 is not limited to that of the embodiment described above.
  • the power unit 3 may be supported on the vehicle body frame 2 in an orientation that is inclined with respect to a horizontal plane from the embodiment described above.

Claims (10)

  1. Véhicule à selle, comprenant:
    un carter (7) comportant une paroi (38) avec un trou (37) dans cette dernière;
    un cylindre (6) connecté au carter de vilebrequin (7), au moins une partie du cylindre (6) étant située au-dessus du carter (7);
    un vilebrequin (18) placé à l'intérieur du carter (7) et comportant un premier bras de vilebrequin (31) comportant une première paroi latérale (31a) et une deuxième paroi latérale (31b) d'un côté opposé à la première paroi latérale (31a), un deuxième bras de vilebrequin (32) faisant face à la deuxième paroi latérale (31b) du premier bras de vilebrequin (31), un maneton (36) connecté au premier bras de vilebrequin (31) et au deuxième bras de vilebrequin (32), et un premier arbre (33) prévu sur la première paroi latérale (31a) du premier bras de vilebrequin (31);
    une transmission (35) placée à l'intérieur du carter (7) et comportant un premier arbre de rotation (23), un deuxième arbre de rotation (24), une pluralité de premiers engrenages (25A) prévus sur le premier arbre de rotation (23), et une pluralité de deuxièmes engrenages (25B) prévus sur le deuxième arbre de rotation (24) et engrenant avec les premiers engrenages (25A);
    une bielle (19) comportant une grande extrémité (19b) et une petite extrémité (19a), la grande extrémité (19b) comportant un trou à goupille (19c) dans lequel est introduit le maneton (36);
    un piston (16) placé à l'intérieur du cylindre (6) et connecté à la petite extrémité (19a) de la bielle (19);
    un palier (39) placé dans le trou (37) de la paroi (38) du carter (7) et configuré pour supporter de manière rotative le premier arbre (33);
    une plaque annulaire (47) fixée à la première paroi latérale (31a) du premier bras de vilebrequin (31), une partie de la plaque annulaire (47) étant éloignée de la première paroi latérale (31a),
    un filtre centrifuge (50) formé par la première paroi latérale (31a) et la plaque annulaire (47), le filtre centrifuge (50) étant fermé d'un côté radialement extérieur et ouvert d'un côté radialement intérieur;
    un premier trajet d'huile (81) communiquant avec le filtre centrifuge (50) et configuré pour guider le lubrifiant vers le filtre centrifuge (50); et
    un deuxième trajet d'huile (82) configuré pour être connecté entre le filtre centrifuge (50) et un interstice (55) entre la bielle (19) et le maneton (36), où:
    le deuxième trajet d'huile (82) comporte un premier trou de canal (82a) formé à l'intérieur du maneton (36) et s'étendant dans une direction axiale du maneton (36), et un deuxième trou de canal (82b) formé à l'intérieur du maneton (36) et s'étendant dans une direction radiale du maneton (36), le deuxième trou de canal (82b) communiquant avec le premier trou de canal (82a);
    une extrémité avant de la transmission (35) est située à l'arrière d'une extrémité arrière du cylindre (6);
    la transmission (35) est placée à l'arrière du filtre centrifuge (50); et
    une partie de la transmission (35) vient en recouvrement avec le filtre centrifuge (50), lorsque le véhicule est vu de face.
  2. Véhicule à selle selon la revendication 1, dans lequel:
    la première paroi latérale (31a) du premier bras de vilebrequin (31) comporte une paroi de bord extérieur (31d) située radialement à l'extérieur du premier arbre (33) et une paroi en creux (31e) située radialement à l'intérieur de la paroi de bord extérieur (31d) et en creux par rapport à la paroi de bord extérieur (31d);
    la plaque annulaire (47) est éloignée d'au moins une partie de la paroi en creux (31e); et
    la paroi en creux (31e) et la plaque annulaire (47) forment ensemble le filtre centrifuge (50).
  3. Véhicule à selle selon la revendication 1 ou 2, dans lequel le filtre centrifuge (50) comporte un espace de réservoir d'huile (51) défini par la première paroi latérale (31a) et la plaque annulaire (47).
  4. Véhicule à selle selon l'une quelconque des revendications 1 à 3, dans lequel la plaque annulaire (47) comporte un bord circonférentiel intérieur (47c) éloigné du palier (39) dans une direction radialement vers l'extérieur.
  5. Véhicule à selle selon la revendication 4, dans lequel le premier trajet d'huile (81) est formé dans la paroi (38) du carter (7) et comporte une ouverture (81o), au moins une partie de l'ouverture (81o) étant situé radialement vers l'intérieur du bord circonférentiel intérieur (47c) de la plaque annulaire (47).
  6. Véhicule à selle selon la revendication 4, dans lequel le premier trajet d'huile (81) est formé dans le premier arbre (33) et comporte une ouverture (81o), l'ouverture (81o) étant située radialement vers l'intérieur du bord circonférentiel intérieur (47c) de la plaque annulaire (47) et entre la plaque annulaire (47) et la première paroi latérale (31a) par rapport à une direction axiale du vilebrequin (18).
  7. Véhicule à selle selon l'une quelconque des revendications 4 à 6, dans lequel un interstice (G1) dans une direction radiale entre le bord circonférentiel intérieur (47c) de la plaque annulaire (47) et le palier (39) est plus petit qu'une dimension (G2) du palier (39) dans la direction radiale.
  8. Véhicule à selle selon l'une quelconque des revendications 4 à 7, dans lequel un interstice (G1) dans une direction radiale entre le bord circonférentiel intérieur (47c) de la plaque annulaire (47) et le palier (39) est plus petit qu'une dimension (G3) dans la direction radiale entre le bord circonférentiel intérieur (47c) et un bord circonférentiel extérieur de la plaque annulaire (47).
  9. Véhicule à selle selon l'une quelconque des revendications 1 à 5, dans lequel un trajet d'huile dans lequel circule un lubrifiant est absent à l'intérieur du premier arbre (33).
  10. Véhicule à selle selon l'une quelconque des revendications 1 à 9, dans lequel:
    le carter (7) comporte une autre paroi comportant un trajet d'huile (75) et un orifice de décharge (75a) y formé, dans lequel le lubrifiant circule dans le trajet d'huile (75), et l'orifice de décharge (75a) est connecté au trajet d'huile (75) et comporte une ouverture faisant face à la transmission (35); et
    l'orifice de décharge (75a) est placé de manière à être aligné avec une partie de la transmission (35) par rapport à une direction axiale du vilebrequin (18).
EP16199052.8A 2015-12-25 2016-11-16 Véhicule à cheval Active EP3184763B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2015253273A JP2017115751A (ja) 2015-12-25 2015-12-25 鞍乗型車両

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EP3184763B1 true EP3184763B1 (fr) 2018-05-23

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Publication number Priority date Publication date Assignee Title
WO2019049849A1 (fr) * 2017-09-08 2019-03-14 本田技研工業株式会社 Moteur à combustion interne

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JP2010151003A (ja) * 2008-12-25 2010-07-08 Honda Motor Co Ltd 小型エンジンの遠心分離装置
JP5290029B2 (ja) * 2009-03-31 2013-09-18 本田技研工業株式会社 内燃機関
JP2011144705A (ja) * 2010-01-12 2011-07-28 Honda Motor Co Ltd オイルポンプ
JP5923020B2 (ja) 2012-09-28 2016-05-24 本田技研工業株式会社 内燃機関

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JP2017115751A (ja) 2017-06-29
ES2684674T3 (es) 2018-10-04

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