JP2000034933A - Auxiliary arrangement structure for internal combustion engine for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an auxiliary arrangement structure for an internal combustion engine used for a small-sized vehicle such as a motorcycle. SOLUTION: This internal combustion engine for a vehicle is so constituted that a generator 40 is arranged on one side of a crankshaft 26 projected from crankcases 5, 6 and a V-belt type continuously variable transmission is arranged on the other side of the crankshaft 26. In this case, a space 50 in the crankcases 5, 6 storing a crank weight is a lubricant oil space; spaces 52, 54 storing a generator 40 and the V-belt continuously variable transmission in the both sides of the crankcase are non-lubricating oil spaces; an intermediate shaft 56 connected to the crankshaft 26 in the crankcases 5, 6 and a kick shaft 70 connected to the intermediate shaft 56 in the kick operation are pivoted in parallel to the crankshaft 26 in the crankcases 5, 6; a kick pedal 73 is provided in the projecting end of the kick shaft 70; a lubricating oil pump 61 is provided in one end of the intermediate shaft 56; and the electromagnetic coupling type cooling water pump 61 is arranged in the other end of the intermediate shaft 56.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an accessory arrangement structure of an internal combustion engine used for a small vehicle such as a motorcycle.

[0002]

2. Description of the Related Art There is an internal combustion engine for a vehicle in which a lubricating oil pump and a cooling water pump are provided on an intermediate shaft for transmitting a kick operating force of a kick shaft to a crankshaft (Japanese Patent Laid-Open No. 3-22).
No. 9964).

There is also a vehicular internal combustion engine in which a kick shaft having a kick pedal on the generator side is connected to a crank shaft via a balancer shaft (see Japanese Patent No. 2566241).

[0004]

In the apparatus disclosed in Japanese Patent Application Laid-Open No. Hei 3-229964, an intermediate shaft provided with a lubricating oil pump and a cooling water pump is connected to a clutch outer having a large rotating mass of a transmission clutch via a gear integrated with the clutch outer. Since it is connected to the crankshaft, a large kick operation force was required.

Also, the intermediate shaft described in Japanese Patent No. 2566241 has a similar problem because a balancer weight having a large rotating mass is provided.

[0006]

SUMMARY OF THE INVENTION The present invention relates to an improvement of a vehicular internal combustion engine which solves such a problem. The invention according to claim 1 is directed to one side of a crankshaft protruding from a crankcase. In a vehicular internal combustion engine in which a generator is disposed and a V-belt type continuously variable transmission is disposed on the other side of the crankshaft, a space in a crankcase housing a crank weight is a lubricating oil space. And
The space in which the generator and the V-belt type continuously variable transmission on both sides of the crankcase are housed is a non-lubricating oil space, and the intermediate shaft connected to the crankshaft in the crankcase is used only for kick operation. A kick shaft connected to the intermediate shaft is pivotally supported in the crankcase in parallel with the crank shaft, a kick pedal is provided at a protruding end of the kick shaft, and lubricating oil is provided at one end of the intermediate shaft. A pump is provided, and an electromagnetically coupled cooling water pump is disposed at the other end of the intermediate shaft.

According to the first aspect of the present invention, since the rotation inertia of the transmission system from the kick shaft to the crankshaft is reduced, and the cooling water temperature at the time of starting is low, the cooling water Even if the rotation resistance of the pump is large, the cooling water pump is magnetically coupled, causing the rotation axis of the cooling water pump to slip, causing no large rotation resistance to act on the intermediate shaft, making the kick operation easy and sharp. Acceleration improves startability. Also, the lubricating oil pump and the electromagnetically coupled cooling water pump are provided on the intermediate shaft interposed between the crankshaft and the kick shaft, and the kick pedal is provided on the protruding end of the kick shaft. In addition, the parts can be shared, the cost can be reduced, and the arrangement position of the kick pedal can be freely selected, so that the kick operation can be easily performed. In addition, the lubricating oil space is only inside the crankcase, which simplifies the lubricating oil system. In addition, generators and V-belt continuously variable transmissions that dislike the presence of lubricating oil require a special lubricating oil shut-off structure. Without escaping, the structure can be simplified.

According to the present invention, a gear reducer is arranged in a lubricating oil space.
The gear reducer can be sufficiently lubricated, and the width of the space accommodating the V-belt type continuously variable transmission, and hence the width of the internal combustion engine, can be reduced, and the internal combustion engine can be downsized.

[0009]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention.

The power unit 1 mounted on the scooter type motorcycle 0 includes a push rod type overhead valve type four stroke cycle (commonly called four cycle) single cylinder water-cooled internal combustion engine 2, a V-belt type continuously variable transmission 3 and , And a gear reducer 4.

The power unit 1 is divided into left and right crankcases 5 and 6, a cylinder block 7, a cylinder head 8 and a cylinder head cover 9, and the front ends of the crankcases 5 and 6 The cylinder block 7 is superimposed so that the center axis of the cylinder hole 24 is directed substantially horizontally forward, and the cylinder head 8 and the cylinder head cover 9 are superimposed sequentially in front of the cylinder block 7.
The cylinder block 7, the cylinder head 8, and the cylinder head cover 9 are integrally connected to each other by bolts or the like (not shown).

Further, as shown in FIG. 1, a rear fork pivot 11 of the main frame 10 of the scooter type motorcycle 0 is formed, and the rear fork pivot 11 is connected to the cylinder head 8 via a link 12. A support bracket 13 integrated with the lower front part is mounted to be swingable up and down, and a rear frame 14 that stands up integrally and obliquely upward from the rear end of the main frame 10 and a rear axle 15 are rotatably fitted. A right-side shock absorber (not shown) is interposed between the rear axle pivot portion 16 (see FIG. 3) and the rear frame.
14 and the bracket 18 of the crankcase 6 and the left shock absorber 19
The power unit 1 has a support bracket
It is attached to the main frame 10 so as to be able to swing up and down around 13.

Further, an operation handle 21 is integrally mounted on an upper end of a handle shaft 20 pivotally supported on the front end of the main frame 10 so as to be rotatable left and right.
A front wheel 22 is rotatably supported at a lower end of the vehicle, and a rear wheel 23 is integrally mounted on a right end of the rear axle 15.

As shown in FIGS. 2 and 3, a piston 25 is slidably fitted in the cylinder hole 24, and a crankshaft 26 is fitted in the left and right crankcases 5, 6.
Are rotatably supported, and both ends of a connecting rod 29 are rotatably connected to the piston 25 and the crankshaft 26 via a piston pin 27 and a crankpin 28, and when the piston 25 reciprocates, the crankshaft is rotated. 26 is driven to rotate.

Further, an intake port 31 and an exhaust port 32 communicating with the combustion chamber 30 at the top of the cylinder hole 24 are formed in the cylinder head 8, and the intake port 31 and the exhaust port
An intake valve 33 and an exhaust valve 34 are provided at 32 so as to be freely opened and closed.

Further, a rocker shaft 35 is disposed adjacent to the tops of the intake valve 33 and the exhaust valve 34.
A rocker arm 36 is pivotally supported so as to freely swing, and one end of the rocker arm 36 is in contact with the tops of the intake valve 33 and the exhaust valve 34.

In addition, a valve lifter 38 is brought into contact with a camshaft 37 which is driven to rotate at half the rotation speed of the crankshaft 26, and the other end of the rocker arm 36 is connected to the valve lifter.
38 and a push rod 39 are interposed, and the crankshaft
When 26 rotates twice, the intake valve 33 and the exhaust valve 34 are driven to open and close once.

As shown in FIG. 3, a starting / generator 40 as a generator is provided at the left end of the crankshaft 26, and a V-belt type continuously variable transmission 3 is provided at the right end of the crankshaft 26.
The pulley 41 is provided with a centrifugal weight 42, and a driven shaft 43 pivotally supported at the rear of the left and right crankcases 5 and 6 is provided with a driven V pulley 44. And an endless V belt 45 on the driven V pulley 44
To form a V-belt type continuously variable transmission 3. As the rotation speed of the crankshaft 26 increases, the winding radius of the drive pulley 41 increases due to the centrifugal force of the centrifugal weight 42, and The ratio decreases continuously.

Further, a centrifugal clutch 46 is interposed between the driven shaft 43 and the driven V pulley 44, and a pinion gear 47 is formed on the left portion of the driven shaft 43. The pinion gear 47 is an intermediate transmission gear group.
The gear reducer 4 is constituted by meshing with the output gear 49 of the rear axle 15 via 48. When the driven V pulley 44 is driven to rotate and exceeds a predetermined rotation speed, the water-cooled internal combustion engine 2 Is transmitted to the rear wheel 23 integrated with the rear axle 15 via the V-belt type continuously variable transmission 3 and the gear reducer 4.

Lubricating oil is stored at the bottom of the crankcase 50 surrounded by the left and right crankcases 5, 6,
The inside of the crank chamber 50 has a lubricating oil atmosphere, and the gear reducer 4 in the crank chamber 50 is sufficiently lubricated with the lubricating oil.

A starting / generator 40 is housed in a generator room 52 surrounded by a left crankcase 5 and a left cover 51.
Transmission room surrounded by right crankcase 6 and right cover 53
The V-belt type continuously variable transmission 3 is accommodated in 54, and the generator room 52 and the transmission room 54 have a lubricating oil atmosphere different from the lubricating oil atmosphere of the crank chamber 50.

Further, as shown in FIGS. 2 and 4, an intermediate shaft 56 is rotatably supported by the crankcases 5 and 6 at a position below and behind the crankshaft 26 so as to be rotatable. A driven gear 57 is integrally fitted to one end on the right side, and a cam driving gear 58 formed integrally with the right crankshaft 26 is meshed with a cam driven gear 59 integrated with the camshaft 37,
It is also meshed with the driven gear 57.

Further, a pinion 60 is formed integrally with the intermediate shaft 56 adjacent to the left side of the driven gear 57,
At the left end of 56, a magnetic coupling type cooling water pump 61 is arranged, and at the right end of the intermediate shaft 56, a trochoid oil pump 75 is arranged.

Thus, the magnetic coupling type cooling water pump 61
A magnetically permeable pump casing 62, a lid member 63 attached to the pump casing 62, and the pump casing
An impeller 65 rotatably supported by a pump rotation shaft 64 on a lid 62 and a lid member 63, and a permanent magnet integrally mounted on the impeller 65 with N and S poles alternately arranged in the circumferential direction.
66, an intermediate drive shaft 67 integrally connected to the left end of the intermediate shaft 56 on the same axis, and N and S poles alternately arranged in the circumferential direction so as to be integrated with the inner peripheral surface of the intermediate drive shaft 67. The permanent magnet 66 and the permanent magnet 68 are magnetically coupled, and the rotation of the intermediate drive shaft 67 causes the impeller 65 to rotate.
Are driven to rotate.

A kick shaft 70 is provided adjacent to the intermediate shaft 56.
A kick drive gear 71 is rotatably supported by the crankcase 5 and the left cover 51 via a spiral groove 72, and a kick pedal 73 is fitted to the left end of the kick shaft 70. A return coil spring 74 is interposed between the left cover 51 and the kick shaft 70, and when the kick pedal 73 is depressed, the kick drive gear 71 screwed to the kick shaft 70 moves to the right, The crankshaft 26 is rotatably driven by being engaged with a pinion 60 integral with the intermediate shaft 56.

In the illustrated embodiment, the kick pedal 73 is depressed because the kick pedal 73 is depressed.
Or, by putting the starter / generator 40 into operation,
The water-cooled internal combustion engine 2 can be started by forcibly driving the crankshaft 26 to rotate.

In the low-speed rotation state where the water-cooled internal combustion engine 2 is started, the centrifugal clutch 46 is disengaged, and as the rotation speed of the water-cooled internal combustion engine 2 increases, the speed of the V-belt continuously variable transmission 3 changes. The ratio continuously decreases, and the rotation speed of the driven shaft 43 is driven to rotate faster than the rate at which the rotation speed of the crankshaft 26 increases.

When the rotation speed of the driven shaft 43 exceeds a certain rotation speed, the centrifugal clutch 46 is engaged, the rear axle 15 and the rear wheel 23 are rotated via the gear reducer 4, and the scooter type automatic two-wheel Car 0 can run.

The intermediate shaft 56 interposed between the crankshaft 26 and the kick shaft 70 is provided with a magnetic coupling type cooling water pump 61 and a trochoid type oil pump 75 having a small rotational inertia mass. Since the water pump 61 is of a magnetic coupling type, the flow resistance of the cooling water mixed with the antifreeze at a low temperature at the time of start-up increases, and even if the impeller 65 of the cooling water pump 61 is hard to rotate, the Shaft 56 and pump rotating shaft
The relative rotation between the crankshaft 26 and the impeller 65 does not cause a large rotational resistance to act on the intermediate shaft 56. As a result, the startability of the water-cooled internal combustion engine 2 is improved.

Further, since the intermediate shaft 56 for starting the kick also serves as the drive shaft of the magnetic coupling type cooling water pump 61 and the trochoid type oil pump 75, the parts can be shared, thereby reducing the cost and weight. Becomes possible.

Further, since the water-cooled internal combustion engine 2 and the gear reducer 4 that require lubricating oil are in a lubricating oil atmosphere surrounded by the crankcases 5 and 6, the water-cooled internal combustion engine 2 and the gear reducer 4 Is sufficiently lubricated to achieve smooth operation and increased durability.

Furthermore, in the magnetically coupled cooling water pump 61, the intermediate drive shaft 67 and the pump rotating shaft 64 and the impeller 65 are completely cut off and separated by the pump casing 62. The cooling water inside does not leak into the crank chamber 50, and the lubricating oil in the crank chamber 50 does not mix with the cooling water in the magnetically-coupled cooling water pump 61.

Moreover, a generator room 52 containing the starting and generator 40 and a transmission room 54 containing the V-belt type continuously variable transmission 3.
Means that the crankcases 5 and 6 separate the crankcase 50 from the crankcase 50 to form a non-lubricating oil space. Therefore, the starting / generator 40 and the V-belt type continuously variable transmission 3 have sufficient functions. Can be demonstrated.

The rear axle 15 is disposed between the crankshaft 26 and the driven shaft 43, and is located behind the crank chamber 50.
Since the gear reducer 4 is disposed, the width of the transmission room 54 is reduced, and the width of the entire power unit 1 is necessarily reduced.

[Brief description of the drawings]

FIG. 1 is a side view of a power unit equipped with a water-cooled internal combustion engine of the present invention.

FIG. 2 is an enlarged side view of one embodiment of a water-cooled internal combustion engine.

FIG. 3 is a vertical plan view cut along the line III-III in FIG. 2;

FIG. 4 is a vertical sectional view taken along line IV-IV of FIG. 2;

[Explanation of symbols]

0 ... scooter type motorcycle, 1 ... power unit, 2 ...
Water-cooled internal combustion engine, 3 V-belt type continuously variable transmission, 4 gear reducer, 5, 6 crankcase, 7 cylinder block, 8 cylinder head, 9 cylinder head cover,
10… Main frame, 11… Rear fork pivot, 12…
Link, 13 ... support bracket, 14 ... rear frame, 15 ...
Rear axle, 16 ... Rear axle pivot, 18 ... Bracket, 19 ... Left shock absorber, 20 ... Handle axle, 21 ... Operating handle, 22 ... Front wheel, 23 ... Rear wheel, 24 ... Cylinder hole, 25 ... Piston, 26 …
Crankshaft, 27… Piston pin, 28… Crank pin, 29
... connecting rod, 30 ... combustion chamber, 31 ... intake port, 32 ... exhaust port, 33 ... intake valve, 34 ... exhaust valve, 35 ... rocker shaft, 36 ... rocker arm, 37 ... camshaft, 38 ... valve lifter, 39 ... Push rod, 40 ... Starting and generator, 41
... Driving pulley, 42 ... Centrifugal weight, 43 ... Driving shaft, 44 ... Driving V pulley, 45 ... Endless V belt, 46 ... Centrifugal clutch, 47
… Pinion gear, 48… intermediate gear group, 49… output gear,
50: crank chamber, 51: left cover, 52: generator room, 53: right cover, 54: transmission room, 56: intermediate shaft, 57: driven gear, 58
... Cam drive gear, 59 ... Cam driven gear, 60 ... Pinion, 61
… Magnetically coupled cooling water pump, 62… pump casing, 63
… Lid member, 64… Pump rotation shaft, 65… Impeller, 66… Permanent magnet, 67… Intermediate drive shaft, 68… Permanent magnet, 70… Kick shaft,
71: kick drive gear, 72: spiral groove, 73: kick pedal,
74… Return coil spring, 75… Trochoid oil pump.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02N 3/04 F02N 3/04 D

Claims (2)

[Claims] 1. A vehicular internal combustion engine in which a generator is arranged on one side of a crankshaft protruding from a crankcase and a V-belt type continuously variable transmission is arranged on the other side of the crankshaft. The space in the crankcase that houses the crank weight is a lubricating oil space, and the space that houses the generator and the V-belt continuously variable transmission on both sides of the crankcase is a non-lubricating oil space. An intermediate shaft connected to the crankshaft and a kick shaft connected to the intermediate shaft only during a kick operation are pivotally supported in the crankcase in parallel with the crankshaft, and the kickshaft protrudes. A vehicle, wherein a kick pedal is provided at one end, a lubricating oil pump is provided at one end of the intermediate shaft, and an electromagnetically coupled cooling water pump is provided at the other end of the intermediate shaft. Auxiliary arrangement structure of the internal combustion engine. 2. A centrifugal starting clutch is provided on an output pulley shaft of the V-belt type continuously variable transmission, and a gear reducer interposed between an output shaft of the centrifugal starting clutch and an axle is a crankshaft. The accessory arrangement structure for an internal combustion engine for a vehicle according to claim 1, wherein the accessory arrangement structure is provided in a case.