ES2356784T3 - Motorcycle. - Google Patents

Motorcycle. Download PDF

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Publication number
ES2356784T3
ES2356784T3 ES07252319T ES07252319T ES2356784T3 ES 2356784 T3 ES2356784 T3 ES 2356784T3 ES 07252319 T ES07252319 T ES 07252319T ES 07252319 T ES07252319 T ES 07252319T ES 2356784 T3 ES2356784 T3 ES 2356784T3
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Spain
Prior art keywords
drive unit
motorcycle
cooling duct
portion
axis
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Active
Application number
ES07252319T
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Spanish (es)
Inventor
Yasuharu Sakashita
Yoshiaki Yamamoto
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Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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Filing date
Publication date
Priority to JP2006-160437 priority Critical
Priority to JP2006160437 priority
Priority to JP2007-68937 priority
Priority to JP2007-134714 priority
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Application granted granted Critical
Publication of ES2356784T3 publication Critical patent/ES2356784T3/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Abstract

A motorcycle (1) comprising: a body frame (2); a drive unit (8) mounted on the frame (2) of the body, in which said drive unit (8) comprises a continuously variable transmission (17) by belt accommodated within a chamber (8b) of the belt and an axle (A) of the cylinder of the drive unit (8) is arranged in a forward inclined state; and a cooling duct (60) adapted to communicate cooling air to the chamber (8b) of the belt, wherein said cooling duct (60) comprises a flexible portion (67), characterized in that the drive unit (8) It is rotatably mounted directly on the frame (2) of the body around an axis of rotation, and a portion of the drive unit (8) below the axis (A) of the cylinder is supported directly on the frame (2 ) of the body, and because the flexible portion (67) of the cooling duct (60) extends adjacent to the axis of rotation of the engine, and because the cooling duct (60) is arranged so that a central line (B) of the same, as seen in the side view, passes over the axis of rotation of the engine.

Description

FIELD OF THE INVENTION

The present invention relates to a motorcycle comprising a drive unit provided with a continuously variable belt drive, and a body frame, by which the drive unit is supported to be able to swing vertically.

BACKGROUND OF THE INVENTION

A motorcycle of the scooter type is generally constructed in such a way that a drive unit, in which an engine body and a continuously variable belt drive are integrally manufactured, is supported by a body frame to be able to swing vertically, a rear end of the drive unit supports a rear wheel, and a saddle seat is mounted on the body frame.

With such a motorcycle, from the point of view of inhibiting the transmission of engine vibrations through a body frame to a motorcyclist, it is common for a drive unit to be supported by means of an articulated mechanism in the body frame. . A known arrangement is disclosed that incorporates an articulated mechanism in reference JP-A-2003-182674 of the prior art.

In addition, in document JP-A-2003-182674 cooling air is introduced into a belt chamber of the drive unit through a cooling duct to cool a belt of a continuously variable transmission. In this case, to accommodate a vertical tilting of the drive unit, the cooling duct is connected to a belt chamber by means of a flexible bellows-shaped portion.

In the case in which the drive unit is supported by means of the articulated mechanism on the body frame, a center of tilting of the drive unit is arranged in the connection of the articulated mechanism and the drive unit, and the direction in the The motor unit tilts becomes complex, both vertically and longitudinally. Therefore, it is required that the flexible portion of the cooling duct be structured to have a flexibility corresponding to the tilting directions. However, this flexibility makes it likely to generate deformations, such as dents, etc. in the flexible portion by means of external forces and negative pressure caused by the suction in the belt chamber and, therefore, there are concerns that the amount of air drawn in is reduced and the cooling capacity of the chamber is reduced. The belt in some cases.

In addition, the construction described in which the drive unit is supported by means of the articulated mechanism on the body frame poses a problem that even when opening manipulation of a butterfly valve is carried out, it is likely to occur. a delay of the response, in which the acceleration begins with delay, especially at startup and during acceleration. Therefore, a motorist may experience a feeling of lack of immediacy or lack of responsiveness at the time of starting and at the time of acceleration.

The invention has been thought of in view of the conventional situation described above and its objective is to provide a motorcycle capable of avoiding or minimizing the reductions in cooling capacity, which are caused by deformation, such as a dent, etc. of a cooling duct, and increase a feeling of immediacy at the time of startup and acceleration.

EP 0953501 discloses a motorcycle comprising an engine with a belt type transmission and which is mounted on a frame by means of an articulated support. An air duct incorporating a flexible portion extends from the engine and upwards with respect to the motorcycle. The flexible portion of the air duct accommodates some movement of the drive unit.

JP 2001-180557 discloses a motorcycle that has an engine mounted on a frame by means of an articulated connection. An air duct extends from the drive unit, in which the air duct has flexible portions that allow the air duct to extend to an air inlet hole.

US 4,733,639 discloses a motorcycle with a drive unit mounted on a frame by means of an articulated connection. An air duct, which includes a flexible portion, extends from the drive unit.

US 5 527,637 discloses an electric motorcycle in which intake air can be fed to the electric motor through a battery storage compartment to cool the batteries.

EP1296036 discloses a motorcycle that has a tilting-type drive unit mounted on the vehicle body frame in the center of the vehicle body. The engine crankcase is integrally formed with a reducer in the form of a continuous V-shaped speed reduction mechanism. A conduit is connected to the front portion of the reducer, so that air is expelled outside through the open end and supplied to the interior of the reducer to cool the interior thereof. An engine cylinder is inclined toward the front to such an extent that it is almost horizontal.

SUMMARY OF THE INVENTION

Various aspects of the present invention are defined in independent claim 1. Some preferred features are defined in the dependent claims.

This document describes a motorcycle that comprises:

a body frame

a drive unit mounted rotatably directly on the body frame around a rotation axis, wherein said drive unit comprises a continuously variable belt drive accommodated within a belt chamber, and a balancing mechanism that It includes a balance shaft and is adapted to suppress motor vibrations due to a primary force of inertia; Y

a cooling duct adapted to communicate cooling air to the belt chamber, wherein said cooling duct comprises a flexible portion that extends adjacent to the motor's axis of rotation.

Consequently, by mounting the drive unit rotatably directly on the body frame, the requirement of a separate connection mechanism is eliminated.

The drive unit can be directly rotatably mounted by means of an elastic member on the body frame. Therefore, the elastic member can act to reduce the vibrations transmitted to the body frame by means of the turning connection. The drive unit can be mounted directly rotatably on the body frame by means of a rotation axis, in which the rotation axis can comprise an elastic member.

A portion of the cooling duct located upstream of the flexible portion can be attached to the body frame. It should be understood that the expression "upstream" is used with reference to the normal direction of the aspirated air when the motorcycle is in use, which is towards the driving unit.

Preferably, the drive unit further comprises a crankshaft mechanism that includes a crankshaft, in which

The rotation of the crankshaft generates the primary force of inertia that includes a rotating component that has a constant magnitude and rotates, and a translational component that is fixed in its direction and varies in magnitude with the rotation of the crankshaft, and in which

the rotation of the equilibrium axis generates a force of inertia that has a rotating component and a translational component that are substantially opposite to those components of the primary inertia force, and have the same magnitude as the same, substantially at the location of the axis of turn.

A supported portion of the drive unit can be provided in a crankcase, which supports the drive unit crankshaft. Alternatively, other portions of the engine, such as the cylinder head or the like, can define a supported portion of the drive unit.

A portion of the drive unit below a cylinder axis arranged in a forward inclined state is supported directly on the body frame.

A portion of the cooling duct that is disposed between a portion connected to the belt chamber and a portion attached to the body can have a straight shape as seen in a side view.

The cooling duct can extend to a foot support portion (foot platform or footrest) of the rider, which is positioned towards the front of a vehicle with respect to the portion connected to the belt chamber, from the connected portion.

The cooling duct is arranged so that a central line thereof, as seen in a side view, passes over the axis of rotation.

The cooling duct can be substantially straight along a total length thereof. The cooling duct can extend substantially straight in a longitudinal direction of the motorcycle.

The motorcycle may further comprise left and right stirrups, in which the cooling duct extends below one of the left and right stirrups in a longitudinal direction of the motorcycle.

A motorcycle may comprise a drive unit provided with a continuously variable belt drive and a body frame, which supports the drive unit to make it movable vertically, with a part of the drive unit being supported on the body frame. for tilting around a support portion of the drive unit of the body frame, the motorcycle further comprising a cooling duct for the introduction of cooling air into a belt chamber, in which the transmission is accommodated continuously variable by belt of the drive unit, and in which the cooling duct includes a flexible portion that has flexibility and passes through the vicinity of that portion, whereby the drive unit is supported on the body frame, to connect to the belt chamber, and an opposite portion of the flexible portion to the belt chamber is fixed to the body frame.

In the above, as used herein, "a part of the drive unit is supported on the body frame to swing around a support portion of the drive unit of the body frame" means that a part of the drive unit is supported on the body frame without an articulated connection, which is normally used in a swinging motor suspension of a motorcycle, between them. Consequently, the drive unit tilts without having a tilting center that travels substantially from the support portion of the drive unit of the body frame. Furthermore, in this case "without --- that it travels substantially" means that, as in a case in which it is supported by means of an elastic bushing or the like, a case of displacement corresponding to the bending of the elastic bushing is included in "Without moving substantially".

Furthermore, as used herein "a part --- is supported on the body frame" means that it includes the case in which a motor block or a cylinder head or the like is supported, in addition to the case in which that a crankcase is supported.

With the motorcycle described herein, since the drive unit is directly supported, so that it swings around the support portion of the drive unit of the body frame, the drive unit simply tilts only vertically and, therefore, a construction will be valid in which the flexible portion of the cooling duct absorbs only a vertical oscillation. In this way, it is possible to form the flexible portion of one having a high resistance to be able to correspond to external forces and a suction force in the belt chamber, and, therefore, it is possible to ensure that a sufficient amount is aspirated of air, thus allowing an increase in the cooling capacity of the belt chamber.

On the motorcycle described herein, since the drive unit is directly supported so that it swings around the support portion of the drive unit of the body frame, in other words, it is supported without an articulated connection between the The same, it is possible to increase the response capacity to an opening operation of the throttle key, allowing, in this way, to improve a feeling of immediacy at startup and at the moment of acceleration. That is, in the case where such an articulated connection is interposed between the drive unit and the body frame, when an operation of opening the throttle key is carried out to begin to move from a stop state, feels a delay in the response, so that the torque is absorbed, first, once by the articulated connection in the course of the transmission to the rear wheel and then transmitted to the rear wheel. Therefore, it is felt that a vehicle begins a forward movement with delay with respect to the opening operation of the throttle key, and thus an adequate sensation of immediacy is not obtained especially in the starting. On the motorcycle described herein, since no articulated connection is interposed, it is possible to eliminate the problem.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other aspects of the present invention will now be described below with reference to the accompanying drawings, in which:

Fig. 1 is a side view showing a motorcycle according to an embodiment of the invention;

Fig. 2 is a side view showing a motorcycle body frame;

Fig. 3 is a plan view showing the body frame;

Fig. 4 is a side view showing a drive unit supported on the body frame to be able to swing vertically;

Fig. 5 is a side view showing a balancing mechanism of the drive unit;

Fig. 6 is a cross-sectional view showing the balancing mechanism;

Fig. 7 is a side view showing the drive unit;

Fig. 8 is a side view showing a cooling duct connected to the drive unit;

Fig. 9 is a side view showing a flexible duct of the cooling duct;

Fig. 10 is a cross-sectional view (a cross-sectional view taken along line X-X of Fig. 8) showing the cooling duct;

Fig. 11 is a cross-sectional view (a cross-sectional view taken along line XI-XI of Fig. 8) showing the cooling duct;

Fig. 12 is a plan view showing a cross-section of a support portion of the motor drive unit according to the embodiment;

Fig. 13 is a schematic view illustrating the construction of the engine balancing mechanism according to the embodiment; Y

Fig. 14 is a schematic view illustrating the function and effect obtained in an arrangement of motor ducts according to the embodiment.

DETAILED DESCRIPTION OF THE DRAWINGS

Figures 1 to 14 are views illustrating a motorcycle according to an embodiment of the invention. In addition, front and rear, and left and right, referred to in the descriptions of the embodiment mean front and rear, and left and right as seen in a state of sitting in a motorcycle seat.

In the drawings, the reference number 1 denotes a moped type motorcycle. The motorcycle 1 comprises a tilting type drive unit 8 provided with a continuously variable transmission 17 by belt, a lower column body frame 2, which supports the drive unit 8 to make it tiltable vertically, and a seat 9 saddle type mounted on body frame 2.

The motorcycle 1 comprises a front fork 6 supported by a steering axle tube 3 placed at a front end of the body frame 2 to be steerable to the left and to the right, a steering handlebar 5 arranged at an upper end of the front fork 6, a front wheel 4 disposed at a lower end thereof, a rear wheel 7 disposed at a rear end of the drive unit 8, and a rear shock absorber or suspension unit 10 interposed between the drive unit 8 and the body frame 2.

In addition, the motorcycle 1 comprises a front cover 11, which covers the front of the steering axle tube 3, a leg protector 12, which covers the rear of the steering axle tube 3 and the front of the legs of the biker, a side cover 13, which covers a lower periphery of the seat 9, stirrups 15 arranged on a lower edge of the leg guard 12, and lower covers 16, which cover lower portions of the stirrups 15 from the sides. The stirrups 15 are arranged on upper surfaces of the supports 29 for the feet fixed to the frame 2 of the body.

The body frame 2 comprises left and right downward tubes 20, 20 that deviate outwardly from the steering axle tube 3 in a width-wide direction of the vehicle, which extend downward, and which substantially extend substantially horizontal and backward from lower ends thereof, left and right rails 21, 21 for the seat that extend backward and obliquely upward from intermediate portions of the left and right down tubes 20, 20 and that extend so substantially horizontal and backward from rear ends thereof, and left and right suspension frames 22, 22 of the motor that extend vertically from rear ends of the left and right downcomer tubes 20 and connected at upper ends thereof to the 21 rails for the seat.

In addition, the body frame 2 comprises upper left and right tubes 24, 24 that extend substantially straight and backward from the steering shaft tube 3 and are attached at the rear ends thereof to the rails 21 for the seat , left and right rear tubes 25, 25 for the seat that connect between the left and right engine suspension frames 22 and the rails 21 for the seat, and a crossbar 23 that connects between portions close to the rail connections left and right 21 for the seat to the engine suspension frames 22 in the vehicle width direction.

The drive unit 8, a body 8a of the engine and a crankcase 8b of the transmission, in which the continuously variable transmission 17 is accommodated by belt, are integrally joined. An air filter 36 is attached to a surface of the upper wall of the transmission housing 8b.

The engine body 8a is a four-stroke, water-cooled, single-cylinder type engine mounted with an axis A of the cylinder directed substantially horizontally and constructed such that an engine block 8d, a cylinder head 8e, and a cover 8f of The cylinder head is successively connected to a front connecting surface of a crankcase 8c of the crankshaft, in which a crankshaft mechanism 18 is included which includes a crankshaft 18b arranged substantially horizontally in the widthwise direction of the vehicle.

The continuously variable transmission 17 by V-belt includes a drive pulley 17a disposed at a left end of the crankshaft 18b (see Fig. 6), which projects into the transmission housing 8b, a driven pulley 17b disposed at one end. rear of the transmission crankcase 8b, and a V-belt 17c wound around the drive pulley 17a and the driven pulley 17b.

In addition, there is a main shaft 17d, to which the rotation of the driven pulley 17b is transmitted, and a drive shaft 17e in the transmission housing 8b, and the rear wheel 7 is mounted on the drive shaft 17e.

The continuously variable transmission 17 by V-belt comprises a mechanism 26 that changes the winding diameter that a controller (not shown) uses to control a winding diameter of the drive pulley belt 17a between a lower position and a variable top position based on engine speed, vehicle speed, or the like with a variable manipulated by the throttle accelerator (see Fig. 4).

The mechanism 26 that varies the winding diameter includes a drive motor 26a, an alternative transmission gear 26, which axially moves a movable side disk (not shown) of the drive pulley 17b to vary a winding diameter, and a group 26c of reduction gears, which transmits the rotation of the drive motor 26a to the alternative transmitter gear 26b.

The drive unit 8 includes an equilibrium mechanism 27, which includes an equilibrium shaft 27a and eliminates motor vibrations due to a primary inertia force, as shown in Figures 5 and 6. The balancing mechanism 27 is constructed to rotate at the same speed of rotation as that of the crankshaft 18b of the crankshaft mechanism 18 and in a direction opposite thereto.

The balancing mechanism 27 includes an equilibrium shaft 27a disposed above the crankshaft 18b inside the crankcase 8c and arranged parallel to the crankshaft 18b, and an equilibrium weight 27b formed integrally with the balance shaft 27a to extend perpendicular to A shaft of it. The balancing weight 27b extends to be located between the left and right counterweights 18a, 18a of the crankshaft 18b.

The left and right ends of the balance shaft 27a are supported on the crankcase 8c of the crankshaft with bearings 28, 28 therebetween and a balance gear 27c is attached to the balance shaft 27a inward of the right bearing 28 with a damping member 27d between them. The balancing gear 27c is engaged with a transmitter gear 18b ’attached to the crankshaft 18b.

In the above, a primary force of inertia generated by the rotation of the crankshaft 18b of the crankshaft mechanism 18 includes a rotating component, which is constant in magnitude and rotates, and a translational component, which is fixed in its direction and varies in magnitude with the rotation of the crankshaft 18b.

In addition, the balancing mechanism 27 is constructed such that the acceleration caused by a pair of forces, in which a rotating component generated by a primary inertia force of the crankshaft 18b balances a force of inertia generated by the rotation of the axis 27a of equilibrium to generate an acceleration caused by a translational component of a primary force of inertia of the crankshaft 18b, are substantially opposite each other in direction and substantially equal in magnitude about an axis 51 of rotation, which is a portion that supports the drive unit 8.

To make the two accelerations substantially opposite in direction and substantially identical in magnitude, it is sufficient to provide an instantaneous center of rotation, in which the vibrations caused by a primary force of inertia F1 of the crankshaft mechanism 18 and a primary force of inertia F2 of the balancing mechanism 27, on the axis of rotation 51 as shown in Fig. 12. An explanation will be given below as to a way of arranging the instantaneous center of rotation on the axis 51 of rotation.

As shown in Fig. 13, a shape drawn by a geometric place of the primary inertia force F1 of the crankshaft mechanism 18 in the vector representation in a cycle is a predetermined elliptical shape S1. On the other hand, the primary inertia force F2 of the balancing mechanism 27 draws a vector diagram that has a shape S2 of a perfect circle. The balance shaft 27a and the crankshaft 18b are arranged so that a straight crankshaft-balancer line L2, which connects both axes, is made substantially parallel to a straight center line of gravity-objective position L1, which is connected between a center G of gravity of the drive unit 8 and the axis 51 of rotation.

In addition, a major axis of an ellipse of the primary inertia force of the crankshaft mechanism 18 is substantially arranged parallel to the straight crankshaft-balancer line L2 and the primary inertia force F2 of the balancing mechanism 27 is constituted so that causes a magnitude of a diameter of the shape S2 of a perfect circle to be substantially the same as that of the major axis of the ellipse of the primary inertia force of the crankshaft mechanism.

An instantaneous center of rotation can be arranged around the axis of rotation 51 by controlling an elliptical shape of the primary inertia force of the crankshaft mechanism, such that the acceleration caused by a translation force and the acceleration caused by a torque of forces are made substantially opposite in direction and substantially identical in magnitude around the axis of rotation 51.

An explanation has been given taking as an example the case in which the balance shaft 27a and the crankshaft 18b are arranged so that the straight crankshaft-balancer line L2, which connects both axes, is made to be substantially parallel to the straight line center of gravity-objective position L1, which is connected between the center G of gravity of the drive unit 8 and the axis 51 of rotation. However, the arrangement of both axes is not limited to this. This will be described below.

The elliptical shape of the primary inertia force caused by the crankshaft mechanism 18 is controlled by regulating at least the weights 18a of the crankshaft mechanism 18. By regulating the counterweights 18a with respect to the position and weight, it is possible to easily control the elliptical shape of the primary inertia force caused by the crankshaft mechanism 18 to the predetermined elliptical shape S1.

Furthermore, by regulating the equilibrium weight 27b of the balancing mechanism 27 with respect to the position and the weight, it is possible to control the inertia force F2 of the balancing mechanism 27, so that a shape drawn by a geometric place in a representation Vector in a cycle becomes the S2 form of a perfect circle that has a predetermined magnitude.

In the manner described above, it is possible to arrange an instantaneous center of rotation in an objective position, which is in the vicinity of the axis of rotation 51 even in the case where the straight line crankshaft balancer L2 is not parallel to the straight center line of target gravity-position L1.

In this way, since it is possible to eliminate the vibrations around the axis of rotation 51, there is no need to provide an articulated connection that inhibits the transmission of vibrations from the engine to the body frame, etc. In this way, it is possible to reduce the number of pieces and minimize the weight.

In addition, the reference number 77 denotes an oil pump (see Figures 5 and 6), which pressurizes a lubricating oil at the bottom of the crankcase 8c of the crankshaft to respective lubricated parts of the body 8a of the engine, and the number Reference 78 denotes a cooling water pump, which pressurizes a cooling water to respective outer jackets of cooling water of the motor body 8a. In addition, the reference number 79 denotes an alternator.

A part of the drive unit 8 is supported in such a way that it swings around turning members 47 (the support portion of the drive unit) formed in the left and right suspension frames 22, 22 of the engine suspension of the body frame 2 . More specifically, the drive unit 8 tilts vertically around an axis A of the rotation axis 51 inserted in the rotation members 47 and a portion thereof below the axis A of the cylinder is directly supported, that is, without an articulated connection between the same. More specifically, the following construction is provided.

The lower ends of the left and right engine suspension frames 22 are integrally connected by a portion 22c of the lower side. The left and right cylindrical-shaped turn members 47, 47 arranged with axles thereof directed in the width-wide direction of the vehicle are fixed in the environment of the connections of the left and right engine suspension frames 22 with respect to down tubes 20. Elastic bushings 50, 50 are fixedly inserted in the left and right turn members 47, 47. The respective elastic bushings 50 are structured such that a rubber member 50c is interposed between an outer cylinder 50a and an inner cylinder 50b. The pivot shaft 51 is fixedly inserted in the left and right inner cylinders 50b.

There are formed, protruding forward, a pair of left and right suspensions (supported portions) 8j, 8j in a front part 8c ’of the bottom wall of the crankcase 8c to be placed under the axis A of the cylinder of the engine block 8d. The left and right suspensions 8j are disposed within the left and right turning members 47 and are supported by means of bearings 52, 52 by the turning shafts 51 in order to rotate. Thus, the drive unit 8 is supported and suspended by means of turning shafts 51 and the elastic bushings 50 by the left and right turning members 47 to be able to swing vertically.

Thus, in the case where the drive unit 8 is supported directly on the body frame 2, the drive unit 8 is supported by means of the elastic bushings 50, so that the vibrations of the engine and the vibrations of a road surface being transmitted to a motorist through the body frame 2.

A fuel tank 30 is disposed at a front end in the body frame 2 and a radiator 31 is arranged below the fuel tank 30. In addition, an upwardly opened storage box 33 made of a resin is arranged backwards from the fuel tank 30.

The seat 9 includes a main seat 9a, on which a biker sits, and a tandem seat 9b, which is formed separately from the main seat 9a and on which a rear passenger sits. A backrest 9c is provided at a rear end of the main seat 9a to support a biker's waist.

The main seat 9a is supported at a front end of the storage box 33 to be able to rotate forward and the tandem seat 9b is arranged at a rear end of the storage box 33 to be able to rotate backward.

The drive unit 8 is coupled to a cooling duct 60 for the introduction of cooling air into the transmission housing 8b, in which the continuously variable transmission 17 is accommodated by belt. The cooling duct 60 includes a flexible portion that has flexibility and passes through the vicinity of a portion of the drive unit supported on the body frame to connect to the belt chamber, and a portion of the opposite flexible portion is fixed to the belt chamber to the body frame.

Specifically, the cooling duct 60 is formed to extend substantially straight along substantially straight horizontal portions 20c of the left descending tube 20 in a longitudinal direction and arranged to pass under stirrups (foot support portions) 15 and toward inside the lower covers 16. Maintenance service openings 16a are formed in these portions of the lower covers 16, which are oriented to the first air duct 60, the maintenance service openings 16a being covered by cover members 76 so that Open them and close them.

The cooling duct 60 includes an element 65 disposed below the stirrups 15, an intermediate conduit 66 extending backward from the element 65, and a flexible conduit (flexible portion) 67 having flexibility and extending backward from the intermediate conduit 66 to provide a connection and a communication between the intermediate conduit 66 and an interior of the transmission housing 8b, and the flexible conduit 67 is placed in the immediate proximity of a portion, or adjacent thereto, of the drive unit supported on the body frame.

In addition, the element 65, the intermediate conduit 66 and the flexible conduit 67, respectively, are fixed so that they can be released by means of clamp members 68, 68, 68.

The transmission crankcase 8b includes a body 8g of the crankcase adjacent to a left end of the crankcase 8c to extend backward, and a cover 8h of the crankcase mounted so that it can be released to a left mating surface of the body 8g of the crankcase, and a space defined by the cover 8h of the crankcase and the body 8g of the crankcase provides a belt chamber. Here, the driving pulley 17a is formed with a multiplicity of blades (not shown), which the torque of the driving pulley 17a causes cooling air to breathe into the belt chamber.

The cover 8h of the crankcase is divided into a front crankcase 8m, which is fixed to the body 8g of the crankcase by means of a plurality of screws 73, and a rear crankcase 8n likewise firmly screwed to the body 8g of the crankcase.

The front crankcase 8m is integrally formed with an air inlet 8p, which extends forward in a cylindrical manner, and the flexible duct 67 is fixed so that it can be released to the air inlet 8p by the clamp members 68. Accordingly, the air inlet 8p defines a portion connected to the chamber of the cooling duct belt 60. In addition, an air discharge hole (not shown) is formed at a rear end of the transmission housing 8b.

The wind produced by the march, which has flowed to the lower left and right covers 16, is filtered by means of the element 65 to pass through the intermediate conduit 66 and the flexible conduit 67 to be introduced into the transmission housing 8b by means of the air inlet 8p by the driving pulley 17a to cool the belt 17c in V, etc. Then, the air is blown out from the rear end of the transmission case 8b.

A mount 65a (see Fig. 8) is formed on a front wall of the element 65 to project forward, the mount 65a being fixed to a support 70a of a radiator support member 70, which is connected to connect the downcomers left and right 20, 20, by means of a screw 71.

Front and rear mounts (fixed portions of the side of the body) 66a, 66b, respectively, are formed on a lower front edge and an upper rear edge of the intermediate conduit 66 to project downward and upward (see Fig. 8) . The front mount 66a is fixed to a support 20f, which is connected to the down tube 20, by means of a screw 72; the rear mount 66b is fixed to a support 22f, which is fixed to the suspension frame 22 of the engine, by means of a screw 72.

The element 65 is a cylinder that has a triangular shaped cross-section (see Fig. 11) and is structured such that a body 65b of the element is arranged in a crankcase 75 of the element for filtering air. An air inlet port 75c of the crankcase 75 of the element, and therefore the body 65b of the element, is disposed in front of an inner side of the lower cover 16 with a predetermined clearance between them.

The intermediate conduit 66 has a longitudinally elliptical shape (see Fig. 10) and is arranged to pass between the lower horizontal portion 20c of the downcomer 20 and a side leg 44a present in a folded position.

The cooling duct 60 is substantially straight along a total length thereof to extend from the air inlet 8p, which defines a connection to the belt chamber, to a leading end of the stirrup 15 placed at the front of A vehicle.

As shown in Fig. 8, the flexible conduit 67 is arranged so that its central line B thereof, as seen in the side view, passes over the axis a, and near it, of the turning member 47 and the rear mount 66b of the intermediate conduit 66 on an opposite side of the flexible conduit 67 to the transmission housing 8b is fixed to the engine suspension frame 22.

In this way, the flexible conduit 67 is free to bend between a state at the time of a minimum stroke (indicated by solid lines in Fig. 9), and a state at the moment of maximum stroke (indicated by two-point lines and stripes), according to a vertically tilting stroke of the drive unit 8 around the rotation axes 51. In this case, since the flexible conduit 67 is disposed around the axis of rotation 51, an amount of flexion, which accompanies a change in the stroke, is less than that which occurs in the case where the flexible conduit 67 is disposed in a position distant from the axis of rotation of the drive unit.

According to the embodiment, since the drive unit 8 is supported to swing around the axis a of the turning member 47, which constitutes a support portion of the drive unit of the body frame, the drive unit 8 simply tilts only vertically and therefore, a construction will be valid in which the flexible duct 67 of the cooling duct 60 absorbs the vertical oscillation. In this way, it is possible to form the flexible duct 67 of a piece, which has a high resistance to accommodate external forces and a suction force in the belt chamber, and, therefore, it is possible to ensure that a sufficient amount of air, thus allowing an increase in the cooling efficiency of the V-belt 17c.

According to the described embodiment, since a part of the driving unit 8 is supported on the body frame to swing around the axis a of the turning axis 51 of the turning member 47, which constitutes a supporting portion of the driving unit , in other words, it is supported without an articulated connection, which is normally used in a swing-type motor suspension, between them, the drive unit 8 can be tilted without having a tilting center thereof that travels substantially from the axis a. Therefore, it is possible to increase the responsiveness to an opening manipulation of the butterfly key in comparison to the case in which an articulated mechanism is interposed, thus allowing a feeling of immediacy at the time of starting and the acceleration That is, in the case where an articulated mechanism is interposed between a drive unit and a body frame, a delay in the response is felt that when an opening manipulation of the throttle key is carried out to start the displacement from a stop state, the articulated mechanism initially absorbs the torque in the course of transmission to a rear wheel and is then transmitted to the rear wheel. Consequently, there is a feeling that a vehicle begins to advance late with respect to the opening manipulation of the throttle key, and a sufficient sensation of immediacy is not obtained, especially at the time of starting. According to the embodiment, since the drive unit 8 is supported directly on the frame 2 of the body without interposing any articulated mechanism between them, it is possible to eliminate the problem described above.

In addition, since the drive unit 8 is supported by the turning members 47 with the elastic bushings 50 therebetween, it is possible to eliminate the transmission of engine vibrations to one side of the vehicle body. Furthermore, even in the case where elastic bushings 50 are interposed, a center of tilt of the drive unit 8 is not substantially displaced. That is, the center of tilt shifts microscopically corresponding to the flexion of the elastic bushings 50 but such Movement of this caliber has little influence on that delay in response, which is exposed as a problem in the invention.

Furthermore, according to the embodiment, since the balancing mechanism 27 is provided, it is possible to eliminate the vibrations themselves caused by the drive unit 8, thus allowing to eliminate the transmission of motor vibrations to a motorist through the frame 2 of the body while the drive unit 8 is supported directly by the body frame 2.

More specifically, since the balancing mechanism 27 is constructed such that the acceleration caused by a pair of forces, in which a rotating component generated by a primary force of inertia of the crankshaft 18b balances a force of inertia generated by the rotation of the equilibrium axis 27a to generate an acceleration caused by a translational component of a primary force of inertia of the crankshaft 18b, are substantially opposite each other in direction and substantially identical in magnitude around the axis a of the rotation axis 51 being that portion of the drive unit 8, which is supported on the body frame, it is possible to eliminate the transmission of motor vibrations to a motorist.

According to the described embodiment, since the portion of the drive unit 8 that is arranged under the axis A of the cylinder is suspended from the body frame 2, and supported by it, an amount by which it can be reduced, in particular, A connection of the drive unit 8 to the cooling duct oscillates vertically, compared to the case in which the portion of the drive unit, which is arranged above the axis A of the cylinder, is supported. Thus, the amount of vertical oscillation of the flexible conduit 67 is reduced, so that it is possible to simplify the structure of the flexible conduit 67 while maintaining or achieving a correspondingly high resistance.

Furthermore, since the flexible conduit 67 is arranged so that it is located in the vicinity of the rotating member 47 of the body frame 2, it is possible in terms of this to reduce the amount of vertical oscillation of the flexible conduit 67, thus allowing way to make flexible conduit 67 even easier in terms of structure and make it simple to guarantee high strength. According to the embodiment disclosed, since the cooling duct 60 is formed so that the entire duct 60, including the flexible duct 67, is manufactured substantially straight in a longitudinal direction of a vehicle, it is possible to reduce aerodynamic air resistance of cooling flowing in the cooling duct 60. Therefore, it is possible to ensure that a sufficient volume of air is sucked into the belt chamber and, therefore, to achieve an improvement in the responsiveness of the engine. According to the embodiment described herein, since the cooling duct 60 is formed to extend from the connection of the drive unit 8 to the belt chamber, to the front ends of the stirrups 15 for a motorist located in the part front of a vehicle, it is possible to enlarge the volume of the cooling duct 60. In this way, it is possible to ensure that a volume of air is aspirated at the time of start-up and acceleration, thus allowing the cooling capacity of the V-belt 17c to be increased. Furthermore, since the flexible duct 67 is arranged so that its central line B, as seen in the side view, passes the axis a of the turning member 47, being that portion of the drive unit 8 which is supported on the body frame, it is possible to reduce flexion of the flexible duct 67 in the form of a bellows for the following reason, thus allowing correspondingly to reduce the resistance to flow in the duct. That is, with respect to the stroke in the suspension device for the drive unit 8, a stroke S1 is normally established from a state of constant displacement to a state of maximum contraction (state of introduction of a high load) to be greater than a stroke S2 from a state of constant displacement to a state of maximum extension, as shown in Fig. 14 (a).

In the case where the flexible conduit 67 is disposed above the axis a of the support portion of the drive unit, the flexible conduit 67 contracts as the drive unit 8 makes a run to the state of maximum contraction and It extends as the drive unit makes a run to the state of maximum extension. Consequently, an amount of flexion of the flexible duct bellows 67 becomes maximum in the state of maximum contraction and minimum in the state of maximum extension, as shown in Fig. 14 (b). Since an amount of bending in the constant displacement state is close to the minimum amount of bending and is so small, the resistance to flow in the conduit is reduced.

On the other hand, in the case where the flexible conduit 67 is disposed below the axis a of the support portion of the drive unit, the flexible conduit 67 extends after a stroke to the state of maximum contraction and contracts after a race to the state of maximum extension. Consequently, an amount of flexion of the flexible duct bellows 67 becomes minimal in the state of maximum contraction and maximum in the state of maximum extension, as shown in Fig. 14 (c). Since an amount of bending in the constant displacement state is close to the maximum amount

of flexion and is so large, increases the resistance to flow in the duct. Description of numbers and reference symbols

1: motorcycle

2: body frame

5 8: drive unit 8b: transmission housing (belt chamber) 8c: crankcase 8j: suspension portion (a part of the drive unit) 8p: portion connected to the belt chamber

10 15: stirrup (foot support portion)

17: continuously variable belt drive

18: crankshaft mechanism 18b: crankshaft

27: balancing mechanism 15 27a: balancing axis

47: turning member (support portion of the drive unit)

50: elastic bushing (elastic member)

51: axis of rotation (portion supported on the body frame)

60: cooling duct 20 66b: mount (portion fixed to the body)

67: flexible duct (flexible portion)

A: cylinder shaft

B: center line of the cooling duct

Claims (13)

1. A motorcycle (1) comprising:
a body frame (2);
a drive unit (8) mounted on the frame (2) of the body, in which said drive unit (8) comprises a continuously variable transmission (17) by belt accommodated within a chamber (8b) of the belt and an axle (A) of the cylinder of the drive unit (8) is arranged in a forward inclined state; Y
a cooling duct (60) adapted to communicate cooling air to the belt chamber (8b), wherein said cooling duct (60) comprises a flexible portion (67),
characterized in that the driving unit (8) is rotatably mounted directly on the frame (2) of the body around a rotation axis, and a portion of the driving unit (8) below the axis (A) of the cylinder is supported directly on the frame
(2) of the body,
and because the flexible portion (67) of the cooling duct (60) extends adjacent to the axis of rotation of the motor,
and because the cooling duct (60) is arranged so that a central line
(B) thereof, as seen in the side view, passes over the axis of rotation of the motor.
2.
The motorcycle (1) according to claim 1, wherein the drive unit (8) is rotatably mounted directly by means of an elastic member (50) on the body frame (2).
3.
The motorcycle (1) according to claim 1 or 2, wherein the drive unit (8) is rotatably mounted directly on the body frame (2) by means of a turning shaft (51).
Four.
The motorcycle (1) of claim 1, 2 or 3, wherein a portion (66) of the cooling duct (60) located upstream of the flexible portion (67) is fixed to the body frame (2).
5.
The motorcycle (1) according to any preceding claim, wherein the driving unit (8) comprises a balancing mechanism (27) that includes a balancing shaft (27a) and is adapted to eliminate motor vibrations due to a primary force of inertia.
6.
The motorcycle (1) according to claim 5, wherein the drive unit (8) further comprises a crankshaft mechanism (18) that includes a crankshaft (18b), wherein
the crankshaft (18b) is adapted so that the rotation of the crankshaft (18b) generates the primary inertia force that includes a rotating component that is constant in magnitude and rotates, and a translational component that is fixed in its direction and varies in magnitude with the rotation of the crankshaft (18b), and in which
The equilibrium axis (27a) is adapted so that the rotation of the equilibrium axis (27a) generates a force of inertia that has a rotating component that balances that of the primary inertia force, and a translational component that is substantially opposite to the primary force of inertia, and has the same magnitude as the same, in the location of the motor's axis of rotation.
7.
The motorcycle (1) according to any preceding claim, wherein a supported portion of the drive unit (8) is provided in a crankcase (8c) of the crankshaft, which supports the crankshaft (18b) of the drive unit (8).
8.
The motorcycle (1) according to any one of claims 4 to 7, wherein at least a portion of the cooling duct (60) that is disposed between a portion connected to the belt chamber and a portion fixed to the bodywork has a straight shape as seen in the side view.
9.
The motorcycle (1) according to any preceding claim, wherein the cooling duct (60) extends to a support portion (15) for the rider's foot, which is located towards the front of the motorcycle (1) with with respect to a portion connected to the belt chamber, from the connected portion.
10.
The motorcycle (1) according to any preceding claim, wherein the cooling duct (60) is substantially straight along a total length thereof.
eleven.
The motorcycle (1) according to claim 10, wherein the cooling duct (60) is
extends substantially straight in a longitudinal direction of the motorcycle (1).
12.
The motorcycle (1) according to any preceding claim, further comprising left and right stirrups (15), wherein the cooling duct (60) extends below one of the left and right stirrups (15) in a longitudinal direction of the motorcycle (1).
13.
The motorcycle (1) according to any preceding claim, wherein the cooling duct (60) is substantially straight along a total length thereof to extend from an air inlet (8p), which defines a connection to the chamber ( 8b) of the belt, to a front end of a stirrup (15) located on the front of the motorcycle (1).
ES07252319T 2006-06-09 2007-06-08 Motorcycle. Active ES2356784T3 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP2006-160437 2006-06-09
JP2006160437 2006-06-09
JP2007-68937 2007-03-16
JP2007-134714 2007-05-21

Publications (1)

Publication Number Publication Date
ES2356784T3 true ES2356784T3 (en) 2011-04-13

Family

ID=38936850

Family Applications (1)

Application Number Title Priority Date Filing Date
ES07252319T Active ES2356784T3 (en) 2006-06-09 2007-06-08 Motorcycle.

Country Status (2)

Country Link
CN (1) CN101085636B (en)
ES (1) ES2356784T3 (en)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61175124A (en) * 1985-01-29 1986-08-06 Honda Motor Co Ltd Suction device in power unit
JP3240020B2 (en) * 1993-09-16 2001-12-17 本田技研工業株式会社 Power supply for electric vehicles
JP4190052B2 (en) * 1998-04-27 2008-12-03 ヤマハ発動機株式会社 Engine cooling structure for scooter type vehicles
JP2001180557A (en) * 2000-11-17 2001-07-03 Suzuki Motor Corp Scooter type vehicle

Also Published As

Publication number Publication date
CN101085636B (en) 2012-12-05
CN101085636A (en) 2007-12-12

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