JP2002513713A - motorcycle - Google Patents

Abstract

(57) SUMMARY The present invention relates to an off-road motorcycle (100) having an improved engine (114), a frame (112), and a fuel tank (118). In one embodiment, the frame (112) comprises a movable engine frame (134) which is pivotally mounted at one end below the main frame (128) and which is removably mounted at the other end to the main frame (128). Including. The engine frame (134) supports the engine (114) thereon and allows access to the engine (114) when the engine frame (134) is removed from the mainframe (128). It also supports the engine (114) under service on the engine frame (134). In another embodiment, the frame comprises a swing arm 46 pivotally attached to the main frame (128) and a shock (204) pivotally attached to the main frame (128) and the swing arm (46). And

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001] The present invention relates to a motorcycle, and more particularly, to a motorcycle.

BACKGROUND OF THE INVENTION Off-road motorcycles are a well-known mode of travel made for use in wastelands, and riding typically involves maneuvering through a number of curves and jumping. Including doing. Therefore, the responsiveness of the motorcycle to the rider is an evaluation criterion for a motorcycle having proper performance. These motorcycles are built to be sturdy and maneuverable.

Referring to FIG. 1 and FIG. 2, a conventional off-road motorcycle 10 includes a frame 12
Assembly 14 including a front suspension 13 and a front wheel 16
, Fuel tank 18, two-stroke engine 20, seat 21, rear wheel 24
And a rear suspension assembly 22 including: The motorcycle 10 further has a brake assembly including front and rear brake cylinders 25.

[0004] The illustrated frame 12 is an aluminum frame having a head tube 28 and a rearward spar 26 extending from an engine support assembly 30. The engine support assembly 30 is formed of a cylindrical member fixed to the spar 26 and extending downward to form a space 32 for accommodating the engine 20. The engine 20 is screwed to the engine support assembly 30 and the spar 26 in a space 32.

Referring to FIG. 1, a fuel tank 18 stores fuel to be burned by an engine 20. Generally, a conventional fuel tank 18 is located on the frame 12 between the head tube 28 and the seat 21. An air filter (not shown) is required to prevent dust and dirt from being sucked into the engine 20 and damaging it.

Due to the arrangement of the carburetor and the air box 40 behind the engine 20, the air filter is usually located below and behind the fuel tank 18. The fuel tank disclosed in U.S. Pat.No. 4,577,719 to Nomura et al. Discloses a main fuel tank located above the engine and a separate auxiliary tank formed behind the engine below the seat. ing. The auxiliary tank is connected to the main fuel tank by a pipe. The air filter is located below the fuel tank.

[0007] This type of motorcycle is driven in dust, and if the air filter becomes too dirty, the engine performance will deteriorate. Therefore, it is necessary to check and replace the air filter frequently. Therefore, it is desirable to facilitate access to the air filter.

[0008] Some configurations allow for improved access to the air filter. For example, U.S. Pat. No. 4,648,474 to Shinozaki et al. Discloses a fuel tank having a forwardly U-shaped cavity. The air filters are arranged above and outside both sides of the main frame. U.S. Patent Granted to Nakamura et al.
U.S. Pat. No. 4,653,762 discloses a main fuel tank having a generally U-shaped section that extends across the main frame and downwards toward the engine. The main fuel tank is provided with an open space in a rear upper portion that extends partially vertically through the tank. An air cleaner is arranged in this space, and is covered with a removable cover. Any of the above tank configurations are for road motorcycles, not off-road motorcycles. Thus, these tanks are shaped to hold a larger amount of fuel than is required for off-road motorcycles, which makes them difficult to maneuver.

Referring to FIGS. 1 and 2, a typical off-road motorcycle engine 20 includes:
It includes a cylinder 38 and an air box 40 with a carburetor, one of which is shown. The carburetor 40 mixes air with the fuel, and this mixture is supplied to the engine 20 and burned. The carburetor 40 is arranged behind the engine cylinder 38.
A kick-type starter 42 for starting the engine extends from the rear side of one side of the engine 20.

The most serious off-road motorcycle is equipped with a two-stroke engine with excellent power output. When installed, the cylinder 3 of a two-stroke engine
8 extends vertically and terminates at a distance from the spar 26. As a result, the two-stroke engine is removed laterally from the frame when engine repair is required.

Some off-road motorcycles are equipped with a four-stroke engine, but the four-stroke engine typically has less power per displacement than a two-stroke engine. However, a four-stroke engine is much cleaner, more efficient, and quieter. Most motocross motorcycles of the 1950s were equipped with a four-stroke engine. One of the earliest off-road four-stroke motorcycles was the Rick Johnson factory manufactured by Team Yamaha and Pro-Tec.
It was a team (1981-1984) motorcycle. Other four-stroke motorcycles are the recently introduced Yamaha YZ400 and ATK350 / 605 and 600. These four-stroke bikes all have a steel frame and use a carburetor for fuel / air mixing. To get the same power as a two-stroke engine, the cylinders of a four-stroke engine must be quite large. Due to the size and weight of the four-stroke engine, the frame is taller and the bike is heavier, which makes the bike harder to ride.

[0012] Steel off-road frames typically have a single spar extending from the head tube. The engine support assembly is secured to the spar and extends below it to provide space 3
Form 2 In order to fit a four-stroke engine to this type of frame, the spar is inclined upwardly with respect to the head tube 28 so that the space 32 is large enough to accommodate the entire engine. This allows the engine to be removed laterally from the frame. However, enlarging the space 32 makes the seat 21 higher than in other forms. If the seat 21 is high, it is difficult to steer over the motorcycle while standing on the motorcycle, so this configuration is not preferable.

[0013] The off-road motorcycle is equipped with a sturdy rear suspension 44 that can reduce vibration to the rider due to performance requirements. Typically, the rear suspension 44 of the off-road motorcycle includes a swing arm 46 that is rotatably attached to the frame 12. The rear wheel 4 is rotatably attached to a free end of the swing arm 46. A shock 48 is connected between the swing arm 46 and the frame 12. Since the carburetor / airbox 40 is located behind the engine, their presence places significant restrictions on the configuration of the connection of the shock 48 to the swing arm 46 and the main frame.

In some configurations, a link 50 is provided between the underside of the swing arm 46 and the shock 48 to achieve the desired performance. As the free end of the swing arm 46 moves toward the frame 12, the link 50 moves to compress the shock 48. As a result, the shock 48 urges the free end of the swing arm 46 away from the frame 12. The link 50 allows the point of attachment of the shock 48 to the frame 12 and the shock 48 itself to extend substantially vertically upward, avoiding the carburetor / airbox 40. This arrangement requires a link 50, which is more complicated than connecting the shock directly to the swingarm and is therefore not preferred.

Another configuration connects the shock 48 directly to the swing arm 46. However, to avoid the carburetor / airbox 40, the shock 48 must be offset from the center plane of the motorcycle. Since the shock 48 is connected to the right and left arms of the swing arm 46, the load and stress are imbalanced on the swing arm 46. Therefore, the swing arm 46 usually needs to be assembled so as to withstand these conditions. Further, this configuration requires that the frame be designed to compensate for the imbalance in load due to the mounting of the shock and the shock 48. This cannot optimize the maneuverability of the motorcycle. Still others use two shocks 48 connected to each arm of a swing arm 46. However, this tends to make the motorcycle wider through the footrest area, and from a simplicity perspective, fewer parts are desirable.

Therefore, in order to overcome the disadvantages of the prior art, it is an object of the present invention to provide an improved off-road motorcycle frame configuration and four-stroke engine.

SUMMARY OF THE INVENTION These desirable and advantageous features are provided by the present invention for a motorcycle comprising an improved frame configuration and a four-stroke engine.

The present invention relates to an off-road motorcycle having a central plane extending in a longitudinal direction, and includes an engine having a cylinder, a frame, and a fuel tank. The frame includes a main frame including a head tube, first and second girders extending from the head tube, and first and second swing arm mounts on the girders. The frame further has an engine frame on which the engine is removably mounted. The engine frame has a first end pivotally or detachably connected to a free end of the swing arm mount, and a second end detachably connected to the spar. The engine frame has an inner position and an outer position. It is movable between and. The engine frame further has first and second bolt rails, each bolt rail having a first end pivotally or removably attached to a respective swing arm mount and a second end detachable from the main frame. Mounted as possible. The engine frame is also
, A second down tube, each down tube being attached to the lower surface of a respective girder at a longitudinally spaced position. Each bolt rail extends from a corresponding swing arm mount to a corresponding down tube. Further, the spar has a central plane extending longitudinally at an angle of less than 45 ° to the horizontal plane.

The frame further has a swing arm and a shock cross member provided with a shock mount. The swing arm has one end rotatably attached to the swing arm mount, and the other end rotatably supports the rear wheel. The shock is pivotally connected to the frame shock mount and the swing arm shock mount, and coincides with the center plane of the motorcycle. The shock forms an angle of less than 45 ° with respect to the horizontal plane when in the fully extended state. The shock forms an angle of less than 30 ° with respect to the horizontal plane when in the fully compressed position. Also, the frame shock mount is preferably located in front of the pivot axis of the swing arm with a horizontal distance greater than 3 inches and vertically not more than 12 inches above the pivot axis. positioned. Further, the shock mount is positioned vertically no more than 2 inches from the pivot axis.

The fuel tank is used with an air filter in fluid communication with the engine below it. The fuel tank includes an upper wall, a lower wall separated from the upper wall, and a side wall connecting the upper wall to the lower wall. The fuel tank includes a first hollow portion having a fuel inlet, a second hollow portion having a fuel outlet and a return port, and a first hollow portion for allowing fuel to flow from the first hollow portion to the second hollow portion. At least one central hollow portion for connecting the hollow portion to the second hollow portion. These hollow portions form a cavity extending vertically from the upper wall to the lower wall, the cavity containing the air filter. In one embodiment, the fuel tank includes two central hollow portions spaced apart from each other, defining a cavity therebetween. In another embodiment, the fuel tank forms a U-shape with one central hollow portion and the cavity forms a side-facing opening. The fuel tank further has a second hollow portion located behind the engine. Further, the volume of the second hollow portion is larger than the volume of the first hollow portion. The fuel tank further includes at least one battery electrically connected to the electronic controller, the battery being mounted on an upper wall or a rear fender of the second hollow portion. In one embodiment, the second hollow portion of the fuel tank is
Further, a fuel pump communicating with the fuel outlet and the return port is provided. The fuel pump is mounted inside or outside the fuel tank.

The invention further relates to a motorcycle configuration wherein the center line is equidistant from the front and rear wheels. A motorcycle has less than 50%, preferably 45% to 49%, of its weight ahead of the centerline and more than 50%, preferably 51% to 55%, behind the centerline.

One advantage of the fuel tank of the present invention is that the air filter can be serviced and replaced without removing the tank. A second advantage is that since the air filter is located at a high position above and is out of the area where various substances, dust and water enter, it is possible to prevent foreign substances from entering the engine without exerting much effect. . The position of the air filter and the butterfly house that directs the intake air down creates a space behind the engine for mounting the shock directly and centrally on the swingarm. Therefore, since the angle between the shock and the horizontal plane is small, a connection type suspension is unnecessary, and a high spring rate can be obtained without connection. Further, since the shock is located in the center plane of the motorcycle, loading and stress are minimized.

The present invention also relates to an improvement in a four-stroke engine that is particularly advantageous for off-road motorcycles. The engine preferably includes a single cylinder having an internal volume of 350 cc to 700 cc and an electronically controlled fuel injector. The four-stroke motor also has an electronic control and management system electronically connected to the fuel injectors to control the amount and timing of fuel injection for intake and ignition. Preferably, the electronic control management system includes a plurality of programmable control maps to allow a user to select different fuel injection / intake control maps.

The improved four-stroke engine has only one electronic starter. Preferably, the starter is connected to the first end of the balance shaft of the engine motor, and the water pump is mounted on the other end of the balance shaft. By eliminating the common kick starter, the frame girder is greatly improved, as will be described in more detail below.

In a preferred embodiment, the electronic control and management system is located on a plate substantially connected to the cover of the cylinder head cam and the butterfly house, the system can be removed as a unit and the air filter can be removed from the plate. It can be connected to.

The present invention further relates to a motorcycle comprising a four-stroke engine and an aluminum frame. Preferably, the four-stroke engine is tilted by less than 30 degrees from a vertical position and has a single cylinder having an internal volume of 250 cc to 700 cc, a piston contained within the cylinder for movement within the cylinder, and a cylinder. And a cylinder head connected to the piston to form a substantially closed volume with the piston. The cylinder head has two inlets with corresponding intake valves for introducing fuel into the enclosed space and two outlets with corresponding exhaust valves for discharging exhaust gas from the enclosed space. The frame is
It is composed of an aluminum main frame that supports the engine and supports the engine and front wheels, and a swing arm that is rotatably mounted on the main frame and supports the rear wheels. Preferably, the engine is provided with a substantially vertical butterfly house for introducing air into the cylinder head. The frame preferably has a shock rotatably mounted at one end to the main frame and a second end rotatably mounted to the swing arm, the shock being located in a central plane of the motorcycle. The shock has a fully extended position at an angle of less than 45 ° with the horizontal plane and a fully compressed position at an angle of less than 30 °.

Detailed Description of the Preferred Embodiment Referring to FIG. 3, the motorcycle 100 of the present invention includes a frame 112, an engine 114, an intake assembly 116 (shown in phantom lines), a fuel tank 118, A battery 120 (shown in phantom lines) attached to the fuel tank 118 or a battery 120 ′ arranged in the rear body panel 124, an engine controller 122 (shown in phantom lines), a plurality of body panels 124, and a seat 125. including. Frame 112 supports other components of motorcycle 100.

Referring to FIGS. 4 and 5, frame 112 includes a front end 126, a rear end 127 separated from front end 126, and a front end 126.
And a center panel L extending longitudinally between the rear panel 127 and the rear end 127. The frame 112 further includes a main frame 128, a sub-frame 130, a suspension assembly 132, and an engine frame 134. Main frame 128
Provides substantial support for components of the motorcycle 100 under static and dynamic loads.

Referring to FIG. 6, the main frame 128 includes a head tube 136, left and right, ie, first and second girders 138a, 138b, and right and left, ie, first and second swing arm mounts 140a, 140b, Cross members 142 and 144 spaced apart from each other
, 146. The head tube 136 has a bore 148 formed therein. The head tube 148 is located at the center of the main frame 128. The head tube 136 rotatably supports the steering assembly 14 (as shown in FIG. 1), which is conventional and extends through a bore 148.

Referring to FIG. 5, left and right girders 138a, 138b have rectangular cross sections and are mirror images of each other. The left and right girders 138a, 138b extend rearward from the head tube 136 and branch to form a space 150 therebetween. Each digit 138a, 138b is
A left gusset 152a is shown, including a gusset. Right gusset 152
a extends rearward from the head tube 136 along a part of the lower edge of the left girder 138a. The left gusset is similarly located on the right spar 136b. These gussets are open channel components made of metal and strengthen the mainframe 128.

[0031] The left gusset 152a includes a gusset mount 154a. The left gusset mount 154a is fixed to the left gusset 152a.
It extends downward from 2a. The left gusset mount 154a is a bracket forming a transversely extending bore 156a. The right gusset mount is similarly provided on the right gusset.

Referring to FIG. 6, the left and right swing arm mounts 140a, 140b extend downward from the rear ends of the beams 138a, 138b and are attached to the rear ends of the beams 138a, 138b. The swing arm mounts 140a, 140b are curved in a C-shape. The inner surface of each swing arm mount 140a, 140b includes a plurality of cavities, and a cavity 158b of the right mount 138b is shown. Cavity 158b helps to minimize frame weight while providing sufficient strength.

The outer edge of the right swing arm mount 140b includes a lower sub-frame mount 160b extending upward therefrom. The lower sub-frame mount 160b
A transversely extending bore 162b is formed. Right swing arm mount 1
The inner edge of 40b forms a bore 164b at its center. The lower end of the right swing arm mount 140b has two offset transversely extending bores 16
6b, one of which is shown.

The outer edge of the right swing arm mount 140 b further includes a bracket 168 with two transversely extending bores 170 and two transversely extending bores 17.
0 with a bracket 172. Brackets 168, 170 support a conventional rear brake cylinder 25 (as shown in FIG. 1).

Referring to FIGS. 5 and 6, the outer edge of left swing arm mount 140a includes a lower sub-frame mount 160a extending downward. The lower sub-frame mount 160a defines a transversely extending bore 162a. The bore 162a of the left swing arm mount 140a is connected to the right swing arm mount 140b.
Is aligned with the bore 162b. An inner edge of the left swing arm mount 140a forms a center bore 164a. This bore 164a is
In alignment with b, the pivot axis P of the suspension assembly 132 is formed. The bore 164a has a thick cross section for reinforcement. The lower end of left swingarm mount 140a forms two offset transversely extending bores 166a that are aligned with bores 166b.

The cross members 142, 144, 146 add rigidity to the main frame 128. The head cross member 142 extends between the girders 138a and 138b and is located closest to the head tube 136. The shock cross member 144 includes a beam 138.
a and 138b, spaced apart from the head cross member 142,
a, 138b are located near the rear end. Peg cross member 146 extends between swing arm mounts 140a and 140b and is located near the downwardly curved end. The head cross member 142 and the shock cross member 144 have a triangular cross section. The peg cross member 146 has an oval cross section.

The shock cross member 144 includes left and right upper sub-frame mounts 176a,
176b and left and right shock mounts 178a, 178b. Each of the upper sub-frame mounts 176a, 176b is a tab that extends upwardly from the upper surface of the shock cross member 144 and is adjacent to the left and right spar 138a, 138b. Each of the upper sub-frame mounts 176a, 176b defines a bore 180a, 180b extending transversely therethrough.

The left and right shock mounts 178 a, 178 b are mirror images of each other and are reinforcing tabs for supporting a portion of the suspension assembly 132. The shock mounts 178a and 178b extend upward from the upper surface of the shock cross member 144. The shock mounts 178a, 178b are located on each side of the center plane L and are equidistantly spaced from the center plane L. Each shock mount 178a, 178b has a transversely extending bore 182a, 1
82b.

Referring to FIGS. 3 and 7, the sub-frame 130 supports the seat 125 and includes left and right upper rails 184 a and 184 b, a sub-frame member 186, and left and right lower rails 188 a and 188 b. In. Left and right upper rails 184a
, 184b are spaced apart and parallel to one another. The sub-frame cross member 186 imparts rigidity to the sub-frame 130, and the left and right rails 1
84a, 184b are connected together near their rear ends. The left and right upper rails 184a, 184b include left and right upper subframe tabs 190a, 190b extending downward and perpendicular to the respective rails. Each tab 190a, 190b includes a transversely extending bore, with bore 192b shown. Bore 192a of left tab 190a is aligned with bore 190b of right tab 190b.

The lower rails 188a, 188b are fixed to the upper rails 184a, 184b by welding and extend obliquely downward therefrom. Lower rail 188
a, 188b include lower sub-frame tabs 194a, 194b extending downwardly and perpendicular to the respective rails. Each tab 194a, 194b includes a bore 196a, 196b extending transversely therethrough. The left bore 196a of the left tab 194a is aligned with the right bore 197b of the right tab 194b.

The upper and lower sub-frame tabs 190a, 190b, 194a, 194b support a conventional muffler (not shown). Sub-frame rail 184a,
Each of 184b, 188a, 188b has a rectangular cross-section and has a narrow free end ending in subframe connectors 198a, 198b. Each subframe connector 198a, 198b has a bore 200 extending therethrough in a transverse manner.
a and 200b. The sub-frame 130 is connected to the left and
4a, 188, the connector bore 200a at each end is the upper and lower right rail 184b,
188b is configured to be aligned with the connector bore 200b.

Referring to FIGS. 5 to 7, subframe 130 includes rails 184a, 184b,
188a and 188b are connected to the main frame 128 so as to extend rearward from the main frame 128. When the connectors 198a, 198b are connected to the upper subframe mounts 176a, 176b, the upper rails 184a, 184b
Is coupled to the main frame 128. When the connectors 198a and 198b are attached, the lower rails 188a and 188b are connected to the swing arm mount 14.
0a and 140b. Conventional fasteners are used to connect the sub-frame 130 to the main frame 128.

Referring to FIG. 3, FIG. 5, and FIG. 8, the suspension sub-assembly 132
4 and includes a swing arm 202 and also includes a shock 204 having a shock absorber and a spring. The swing arm 202 has a front end 2
06 and the rear end 208. The swing arm 202 includes left and right stays 210a, 210b that are spaced apart from and substantially parallel to each other.
b includes a swing arm cross member 212 connecting them together near the front end 206.

The left stay 210a is formed by a front lug portion 214a, a rear lug portion 216a, and a central portion 218a between the lugs. Front lug portion 214a
Is adjacent to the engine end 206 of the swing arm. Front lug portion 214a
Form a bore 220a extending therethrough and extending transversely. The swing arm preferably includes a swing arm cross member 212 formed integrally with the front lug portion 214a, and stays 210a, 210b are welded thereto. The rear lug portion 216a is adjacent to the swing arm wheel end 208. The left stay 210a is similarly configured. Rear lug part 2
16a, 216b are adapted to receive a conventional tensioning mechanism for adjusting the tension of a chain (not shown).

The rear lug portion 216a has a slot 222a extending transversely therethrough.
Is formed. Slots 222a, 222b are aligned with each other and
It has an elongated shape. The rear wheel 24 is rotatably attached to a swing arm 202 that passes through the slots 222a and 222b. Slot 222a, 2
Due to the shape of 22b, the position of the rear wheel 24 can be adjusted in the longitudinal direction for adjusting the length of the chain 217.

The front lug portion 214a includes a C-shaped upper portion 224a and a straight lower portion 22.
6a. The upper portion 224a is widest at the engine end 206 and narrows toward the swingarm wheel end 208. Rear engine lug portion 216a has a C-shaped cross section.

The arrangement of the swing arm cross member 212 depends on the engine end 2 of the swing arm.
A U-shaped engine notch 228 is formed at 06 and a U-shaped wheel notch 230 is formed at the wheel end 208 of the swing arm. Wheel notch 230 houses a portion of rear wheel 224 therein.

The swing arm cross member 212 includes left and right shock mounts 232a, 232b extending from the upper surface. Left and right shock mounts 232a, 232b
Are mirror images of each other and are reinforcing tabs for supporting the shock 204. These are arranged on both sides of the center plane L and are equally spaced from the center plane L. Left swing arm shock mount 232a is aligned with left frame shock 178a. Right swing arm shock mount 23
2b is aligned with the right frame shock mount 178b. Each shock mount 232a defines a transversely extending bore 234a, 234b (one of which is shown). Although a pair of frames and a swing arm shock mount are shown, a single frame and swing arm shock mount may be used depending on the shock used.

The engine end 206 of the swing arm 202 is rotatably connected to the main frame 128. Front lugs 214a, 214b are connected to swing arm mounts 140a, 140b.

This rotatable connection of the front lug portions 214 a, 214 b is made by using a through shaft spindle, thus connecting the swing arm 202 rotatably about the pivot axis P to both sides of the main frame 128. are doing.

The rear end 208 of the swing arm 202 moves vertically up and down when the vehicle hits a bump, as will be described in detail below. The size and shape of the swing arm 202 must withstand the static and dynamic loads that occur during operation of the vehicle.

The shock 204 includes a shock absorber and a spring, and biases the wheel end 208 of the swing arm 202, thereby moving the rear wheel 24 away from the main frame 128. The shock 204 is rotatably connected to the main frame 128 and the swing arm 202. The shock 204 is connected to the frame shock mounts 178a, 178b and the swing arm shock mounts 232a, 232b using a common pivot pin. Shock 204
Is located in line with the center plane L along the center of the frame 112, and is attached to the middle of the swing arm 202 between the stays 210a and 210b. The shock 204 has two pivot shafts.

[0053] Figure 5, with reference to FIG. 9, the first pivot axis of the shock 204 shown in S _F, the shock 204 is in the attachment point of the shock 204 and the main frame 128 to rotate. The second pivot axis of the shock 204 shown in S _R, the shock 204
Is at the mounting point of the rotating shock 204 and the swing arm 202.

As shown in the embodiment of FIG. 3, the movable engine frame 134
And the intake assembly 116. The engine frame 134 includes left and right down tubes, and a left down tube 235a is shown. The down pipe 235a is the girder 1
38, and is preferably fixed at a location in the longitudinal direction that is spaced apart, preferably at a location of the girder cross member 237. The engine frame 134 further includes left and right bolt lanes,
The left bolt lane 236a is shown. These bolt lanes are rotatably mounted on the main frame 112 and have respective down pipes 235a.
It is detachably connected to.

The embodiment shown in FIG. 4 includes a modified engine frame 134, the engine frame 134 is a single piece, and the bolt lanes 236a, 236b are
6a, 136b and swing arm mounts 14a, 14b. In the left and right bolt lanes 236a and 236b, the column 238 is the lane 2
It is curved so that a space 238 is formed between 36a, 236b and the main frame beams 138a, 138b. Engine 114 is housed in this space 238.

[0056] Each bolt lane 236a, 236b includes a mounting tube 244a, 244b. The mounting tubes 244a, 244b extend transversely along the upper surface of each rail 236a, 236b. Mounting tubes 244a, 244b hold fasteners extending through engine 114 to secure engine 114 to engine frame 134. Engine 114 is further coupled to the mainframe by a single fastener extending through the swing arm mount.

When the engine frame 134 is at the inner position, the second ends 242 a, 24
2b (one shown) is the main frame 128 columns 152a, 152
b. Engine 114 extends vertically between girders 138a and 138b. In the outward position, the second ends 242a, 24
2b (one shown) is spaced from main frame 128 so that engine 114 can be housed and removed.

The frame 112 is made of aluminum. One suitable aluminum is the commercially available 6000 series of aluminum. The girders, gussets, swing arm mounts and swing arm lugs are made by casting, extruding or forging. The mainframe head tube, cross member, subframe, and bolt lane are preferably extruded and machined. These components are welded together. The main frame and the swing arm may be made as a single piece or as two parts. If these components are two parts, each part is a mirror image about the longitudinal axis and is welded together.

Referring to FIG. 9, a number of relationships between the components result from the configuration of frame 112. The horizontal plane is indicated by H. The digits 138a, 138b (one shown)
It has a girder center plane M that extends longitudinally along the center of the girder. The angle δ of the girder is
It is defined between the horizontal plane H and the girder center plane M. The angle δ of the girder is about 40 ° to about 5
0 °, more preferably about 45 °, and most preferably 42.7 °. This angle δ is possible with an engine without kick-start or a movable engine frame 134 without a carburetor with fuel injection, with the use of an electric starter.

[0060] When the shock is in a state in which the fully extended, the shock plane indicated by S _1, extending between the front pivot axis S _F and the rear-side pivot shaft S _R. In the fully extended state, the first
Shock angle alpha ₁ of is formed between the shock plane S ₁ and the horizontal plane H. First
Has a shock angle α ₁ of about 35 ° to about 50 °, more preferably about 45 °.
And most preferably about 40 °.

[0061] With reference to FIG. 10, when the shock 204 is in a position fully compressed during the showing the shock plane S _2, shock plane, the front pivot shaft S _F and the rear-side pivot shaft S _R Extends to. In the fully extended state, the second shock angle α ₂ is formed between the shock plane S ₂ and the horizontal plane H. The second shock angle α ₂ is between about 25 ° to about 35 °, more preferably less than about 30 °, and most preferably about 29.7 °.

When the shock 204 is fully extended, the swing arm 202
In the first position. In the first position, the swing arm 202 has a central plane SA ₁ extending longitudinally therethrough. The first swing arm angle θ ₁ is formed between the swing arm plane SA ₁ and the shock plane S ₁ . In the first position, the swing arm angle θ ₁ is between about 20 ° and about 30 °, more preferably between about 24.6
°.

The swing arm 202 is in the second position when the shock 204 is completely compressed. In the second position, the swing arm 202 has a center plane SA ₂ longitudinally extending therethrough. The second swing arm angle θ ₂ is formed between the swing arm plane SA ₂ and the shock plane S ₂ . In the second position,
The swing arm angle θ ₂ is from about 45 ° to about 55 °, more preferably, about 5 °.
0 °.

The operation angle β forms an offset angle between the planes SA ₁ and SA ₂ . The movement of the swing arm 202 between the first position and the second position is such that the operation angle β
15 ° to 25 °, more preferably less than about 20 °, and most preferably about 17.2 °.

[0065] The distance D _H in the horizontal direction of the shock mount is defined as the horizontal distance between the pivot axis P of the front pivot shaft and the swing arm shock S _P. This distance _DH is preferably in front of the swing arm pivot P, preferably more than 3 inches in front. The vertical shock mount distance _DV is
It is defined as the vertical distance between the pivot axis P of the front pivot shaft and the swing arm shock S _P. This distance _DV is preferably less than about 15 inches above pivot P, more preferably less than about 12 inches, and most preferably about 10.8 inches. The vertical distance D of the pivot axis P from the rear shock mount S _R is less than about 2 inches.

Referring to FIGS. 3 and 4, engine 114 has a center of gravity indicated by point C _GE . Since the engine 114 is a four-stroke engine, the center of gravity _CGE of the engine is
Higher and forward than the center of gravity for a two-stroke engine. In addition, a four-stroke engine weighs 13-15 pounds heavier than a two-stroke engine. Motorcycle 100 has a weight of about 240 pounds and has a center of gravity, indicated by point _CGM . Fuel tank 118 has a volume of 2.5 to 3 gallons and weighs about 10% of the total vehicle weight.

Returning to FIG. 3, the motorcycle 100 has a length from the front wheel axis to the rear wheel axis, and a vertical center plane C equidistantly disposed between the lengths. The form of the motorcycle 100 and the position of the center of gravity of the components are as follows. That is, less than about 50% of the weight of motorcycle 100 is in front of vertical plane C, and more than 50% of the weight of motorcycle 100 is behind vertical plane C. More preferably, about 45 ° to about 49 ° of the weight is ahead of the centerline and about 51 ° to about 55 ° behind the centerline. Most preferably, 49% of the weight is ahead of the centerline and 51% of the weight is behind the centerline. This is effective. This is because this allows the rider to easily lift the front wheel and make the jump easier. This also has the advantage that the rider can steer the motorcycle along the desired radius during the curve while reducing the tendency of the front wheels to slip. An angle γ is formed between the engine centerline E and the vertical centerplane C, which is less than about 30 °, and more preferably about 1 °.
Less than 5 °.

As described in detail below, engine 114 is a four-stroke engine, and cylinder 300 is in fluid communication with intake assembly 116. The engine 114 includes an electronic fuel injection valve 302 instead of the carburetor. This allows the engine 114 to be in a vertical arrangement extending upward from the engine frame 134. The block portion of the cylinder 300 indicated by the imaginary line is a space 150
Extends between the spars 138a and 138b.

Referring to FIGS. 11 and 3, the intake assembly 116 includes a bifurcated housing 304, an air box 306, an air filter 308, and retainer means 310. The air filter 308 prevents dust and mud, which cause damage to the engine, from being sucked into the engine. The engine 114 is disposed below the air filter 308. The housing 304 has an air branch pipe 312 and a fuel injection valve 314 attached thereto. The air branch pipe 312 has an open end 316 located between the left and right girders 138a and 138b (the right girder 138a is shown).
The open end 316 expands upward to form a flange 318. Air branch pipe 3
The other end 320 of the twelve is connected to the engine 114. The air branch 312 directs the air flow to the housing 304 and sends it to the engine 114. Fuel injection valve 31
4 receives the fuel from the fuel tank 118 and supplies the fuel to the air branch pipe 31.
2 to the air flow. Fuel is injected at a predetermined pressure, angle, and amount to create a fuel / air mixture that is introduced into engine 114. The fuel / air ratio of the fuel / air mixture is controlled by an electronic controller 122. The controller 122 is in electronic communication with the fuel injector, as described in more detail below.

Referring to FIG. 3, FIG. 11, and FIG. 12, air box 306 is provided with air filter 30.
8 is an enclosure for supporting the air into the housing 304 and thus the engine. The air box 306 includes a front wall 322 and a base 324. The front wall 322
It extends upwardly from the base 324 and surrounds the front periphery thereof. The front wall 322 protects the air filter 308 from dust while driving the motorcycle 100, leaving the front wheels 16 (shown in FIG. 1).

The base 324 includes a side wall 325, an outlet manifold 326, and a bore 328. The side wall 325 extends upward from the base 324 and surrounds the periphery thereof. The front wall 322 is formed integrally. The manifold 326 extends downward from the base 324. The manifold 326 further has a hole 329 for sending air to the housing 304. The bore 328 has a hold 326 and a front wall 322.
Are formed on the base 324 between the two.

The retainer assembly 310 connects the air filter 308 to the air box 306. The retainer assembly 310 includes a bolt 330, a support frame 332, an aluminum plate 334, and a nut 335. Bolt 330 is positioned through air box bore 328 and head 336 is located below base 324,
Threaded stem 337 extends upward through base 324.

The frame 332 is shaped like a truncated cone and surrounds the bolt stem 337. The frame 332 supports the air filter 308 above the base 324 by a predetermined distance. The frame 332 is made of a wire mesh so as not to obstruct the flow of air through the air box 306. The plate 334 is disposed between the air filter 308 and the nut 33. The nut 335 is screw-engaged with the bolt stem 337 to fix the air filter 308 to the air box 306. Plate 334 acts as a support surface for nut 335. The nut 335 may be modified to include a button for retention under the seat 125. The air filter 308 is a frusto-conical part made of commercially available filter material.

Referring to FIGS. 3 and 13, the fuel tank 118 stores fuel used by the engine 114 and supports the battery 120 and the seat 125. The fuel tank 118 is formed by an upper wall 338, a lower wall 339, and a side wall 340. These walls 338, 339, 340 include a first or filling portion 341 of the fuel tank 118, a second holding portion 342 spaced from the filling portion 341, and a central or girder portion 344 connecting these portions. Thus, they are integrally formed.

Referring to FIGS. 13 to 15, portions 314, 342, and 344 are hollow and constitute a U-shaped tank 118 main body that forms internal chamber 346. The internal chamber 346 allows fuel to move between the portions 314, 342, 344. The fuel tank 118 further defines a side-facing cavity 348. Cavity 348 extends vertically from upper wall 338 to lower wall 339 throughout tank 118.

Referring to FIG. 11, mounted fuel tank 118 is mounted on upper surfaces of beams 138 a and 138 b and subframe 130. Cavity 348 houses air box assembly 116 and air filter 308. Accordingly, the air filter 308 is accessible using the fuel tank 118119.

Referring to FIG. 14, the filling portion 341 is disposed on the top of the main frame girders 138 a, 138 b between the intake assembly 116 and the head tube 136. Storage part 342
The sub-frame 13 on the rear side of the main frame 128 and behind the engine 114
0. The girder portion 344 is arranged at the top of the right girder 138b of the main frame. The volume of the storage portion 342 is larger than the volume of the filling portion 341. More preferably, the volume of storage portion 342 is about twice the volume of filling portion 341.

The configuration of the fuel tank 118 may be modified to include two symmetrically spaced girder portions connecting the fill portion to the storage portion. The spar portions form a cavity between them. When this is mounted, the girder portion of the fuel tank 118 lies on the frame girder. The air filter 308 is disposed in the cavity as described later.

The filling portion 341 includes a lower portion 350, a fuel inlet 352, and a mounting member 3.
54. The lower portion 341 projects downward between the girders 138a and 138b. The remaining portion of the filling portion 341 is located above the girders 138a, 138b.

The fuel inlet 352 is provided through the upper wall 338 of the filling portion 341.
Fuel inlet 352 is an opening that directs fuel into internal chamber 346 of tank 118. The fuel inlet 352 can be closed with a common fuel cap.

Referring to FIGS. 3 and 14, mounting member 354 is shaped to match the profile of sidewall 340 of fill portion 341 in cavity 348. The mounting member 354 is fixed to the upper wall 338 of the tank 118 using a button head screw 358. Button head screws 358 also secure sheet 125 to tank 118. The mounting member 354 is connected to the head girder 142 using a fastener 360, and the mounting member 354 secures the tank 118 to the frame 128.
Mounting member 354 is made of aluminum. Mounting member 35
4 may be a rubber band permanently attached to the head spar 142 and detachably attached to the button head screw 358. According to this type of configuration, the tank 118 can be easily removed and attached to the frame 128.

Referring to FIG. 11, FIG. 13, FIG. 15, and FIG. 16, the storage portion 342 has an opening 360.
And a molded plastic insert 362, a fuel pump insert 364, a fuel pump 366, and a battery recess 370. Storage portion 342 also includes a fuel return for directing fuel from fuel injector 314 to tank 118. The opening 360 is formed in the upper wall 338 of the tank 118 adjacent to the cavity 348. Insert 362 is molded into tank 118 around the perimeter of opening 360. Opening 360 receives fuel pump insert 364. Insert 362 reinforces opening 360 to support fuel pump insert 364 and provides a bore 372 for securing insert 364.

Referring to FIGS. 13, 15, and 16, the fuel pump insert 364 is a one-piece construction comprising four integral walls, with three walls 374, 376, 378 shown. . The three walls form a cavity 380. Insert 36
4 further includes a flange 382 surrounding the walls 374, 376, 378. Flange 382 includes a plurality of threaded bores 38 in which bores 372 of insert 362 are aligned.
4 Rear wall 378 further includes a beveled tube 386 for receiving fuel pump 366. In this embodiment, the fuel pump used requires submersion in the fuel. However, if a fuel pump that does not submerge in the fuel is used, the fuel pump can be mounted outside of the fuel tank 118 so that the conduit extends between the fuel tank 118 and the fuel pump. When the fuel pump is provided outside the fuel tank 118, the fuel pump is connected to the fuel tank 1
18 is preferred. By using such a fuel pump, the fuel carrying capacity in the fuel tank 118 can be increased.

The tube 386 includes an opening 388 near the free end for fluid communication between the fuel tank 118 chamber 346 and the fuel pump 366. Tube 386
Is provided with a rubber plug 390 at its free end. The plug 390 is connected to the fuel tank 11
8 is supported by the lower wall 339. Plug 390 prevents the weight of the pump from damaging plastic tank 118. Prior to placing the insert 362, a rectangular gasket 392 is placed in the tank 118. Gasket 392 surrounds opening 360 and seals the opening to prevent fuel leakage. Gasket 3
92 is a bore 394 aligned with bores 384, 372 of inserts 368, 362.
including. The bores 384, 394, 372 are provided with conventional threaded fasteners 392 (one shown) to secure the pump insert 368 to the tank 118.

Referring to FIGS. 11 and 15, during operation, fuel is supplied to the internal chamber 34 of the tank 118.
6 to tube 386 through opening 388. Therefore, insert 36
8 functions as an outlet for the fuel from the tank 118. The fuel pump 366 has a fluid communication with the injection valve 314 via a fuel pipe. Fuel pump 366
Sucks fuel from the tube and pumps it toward the injection valve 314. Pump 366
It is preferable to provide a fuel filter for preventing contaminants and water from entering the fuel injection valve. The positions of the fuel inlet and outlet may be moved if necessary.

Referring to FIG. 3 and FIG. 13, recess 360 is formed behind opening 360. Recess 370 houses battery 120. Battery 120 is removably coupled to tank 118 by means such as straps to prevent movement of battery 120 during operation of the vehicle. In addition to the strap, other means may be used to secure these members to the tank 118, for example, bolts, Velcro (Ve
Means (not shown), such as an adhesive tape having a lcro® type hook / loop fastener, may be used. The tape with the hooks is attached to the component of interest and the tape with the corresponding loop is attached to the tank 118.
The reverse is also possible. When the hook contacts the loop, the member is
Fixed to

The battery 120 is electrically connected to the electric controller 122 via a wire harness. As another example, a battery may be connected to the controller 122 by a plug-in connector. The controller 122 includes a body panel 124
And is electrically connected to the fuel injection valve 314 via a wire harness below the fuel tank 118. Thus, the tank 118 can be removed without disconnecting the wire from the controller 122 to the fuel injection valve 314, so that the tank 118 can be easily removed.

The seat 125 is provided on the upper surface of the fuel tank 118 and extends from the front hollow portion to the rear end of the vehicle. Seat 125 provides a cushion surface for the rider and surrounds intake assembly 116 and battery 120. The intake assembly 116 is spaced from the top wall of the fuel tank 118 and the filter
Is not affected by the compression. Body panel 124 is connected to frame 12 with conventional fasteners to give the vehicle an aesthetic appearance.

The fuel box, air box, fuel cap, fuel pump inlet, and body panel are molded with resin. The fuel tank 118 is preferably formed by a rotary molding method of crosslinked polyethylene. The air box, the fuel cap and the fuel pump inlet are preferably vacuum-molded with polypropylene.

Referring to engine 400 shown in FIG. 17, a four-stroke engine according to the present invention will be described. Engine 400 is a four-stroke engine with a single cylinder 402 having an internal volume between 250 cc and 700 cc. Most preferably, engine 400 has an internal volume of about 400 cc. The engine 400 basically includes a cylinder 402 and a cylinder 4 to form a substantially closed space.
02 and a cylinder head 404 connected to the top of the cylinder head. The piston described below moves in this closed space. The cylinder head 404 has two inlets 406 for introducing fuel and air into the cylinder 402. Cylinder head 404 also has two outlets 408 to exhaust exhaust from the enclosed space. Further, the engine 400 according to the present invention has an electronic starter 410 and does not have a standard kick starter. As mentioned above, the frame spar is designed to lie in a substantially straight plane extending from the head tube to the swing arm mount.

Referring to FIG. 18, piston 412 is illustrated as being housed in cylinder 402 along with cylinder liner 414. Piston 412 and cylinder 402 share the same centerline 401 and the same radius. At the bottom of the piston,
A connecting rod 416 connected to the crank 418 and the crankshaft 420 is connected. A piston ring 422 is provided to ensure that the piston 412 substantially substantially fits within the cylinder 402. As is well known in the art, piston 412 powers crankshaft 420 by burning an air-fuel mixture in cylinder 402. Air and fuel are introduced into the cylinder 402 via an inlet 406 which is opened and closed by a valve. The piston 412 moves upward in the cylinder and compresses the air-fuel mixture, which ignites and burns internally. Internal combustion pushes piston 412 down in cylinder 402, after which the cylinder rises again, the exhaust valve opens, and exhaust is exhausted from closed cylinder 402. At the top of the stroke, the intake valve is opened again, the exhaust valve is closed, and air and fuel are introduced into cylinder 402.

The connecting rod 416 is attached to the crank 420 via a plurality of bearings 417 to prevent the connecting rod 416 from being worn. Additionally, a first sprocket 419 is provided at the end of the crankshaft 420 to power the timing belt. A gear 421 is provided for outputting power.

Referring to FIG. 19, cylinder head 404 has an inlet 406 for supplying fuel and air to engine 400. The cylinder head 404 is provided with a butterfly house 424 having a first portion 425 connected to the cylinder head 404 and a second portion 427 extending substantially vertically therefrom to an air chamber 426 surrounded by an air filter 428. Have been. The centerline 429 of the butterfly house 424 is substantially parallel to the cylinder centerline 401 or within an angle of at least 10 °. In this embodiment, the air is purified through an air filter 428, after which the air in chamber 426 is mixed with fuel through a butterfly house 424. Butterfly valve 430 regulates the air flow to engine 400. Since the butterfly house 424 is substantially vertical, it provides an excellent intake passage. However, as mentioned above, the fuel tank 118 must be designed for that, otherwise the motorcycle will be too tall.

In order to inject the fuel from the fuel tank 118 into the airflow flowing into the engine,
A pair of fuel injection valves 432 are provided. An electronic control management system 434 indicated generally by reference numeral 434 is connected to the fuel injection valve 432 and the butterfly valve 430. The system 434 includes an air temperature sensor 436, an air pressure sensor 438, first and second fuel pressure sensors 440 and 442, and a program board 444.
And Air temperature sensor 436 is located in chamber 426 and measures the temperature inside. Also, an air pressure sensor 438 is located in the chamber 426 and measures the air pressure entering the butterfly house. Measurements from these sensors are electronically fed back to the program board 444. The first pressure sensor 442 measures the pressure of the fuel flowing into the fuel injection valve 432, and the second fuel pressure sensor 440 measures the pressure of the fuel flowing out of the fuel injection valve 432. In other words, a continuous fuel flow is generated from tank 118 to fuel injector 432, and control of fuel to the engine is activated by operation of the fuel injector. The preferred fuel injector 432 is a Bosch fuel injector. The electronic control management further includes an RPM sensor that measures the rotation speed of the engine and a water temperature sensor that measures the temperature of the cooling water. Based on the desired power provided by the throttle position sensor and the input signal,
The electronic control management system 434 uses the control map to calculate appropriate control signals for fuel injection and ignition timing.

In this embodiment, the electronic control management system 434 is provided in advance on a plate 445 connected to the cylinder head and the upper part of the butterfly house. Further, an ignition coil 446 and a spark plug 448 extend down to the cylinder to ignite and burn the air / fuel mixture. The ignition coil 446 is mounted on the electronic control management system plate 445 so that the entire device can be removed as a unit.
Can be connected.

In the most preferred embodiment, the program board 444 receives input signals from the throttle position sensor, the RPM sensor, the temperature sensor, the air pressure sensor, and the first and second fuel pressure sensors, and receives these input signals and programs. The fuel and ignition control signals are supplied to the fuel injection valve 432 and the ignition coil 446 based on the control map thus obtained. Preferably, the board 444 is provided with a plurality of control maps to allow the user to easily switch between the plurality of control maps, and to provide fuel and ignition control signals to the engine. That is, for example, a control map suitable for dry conditions can be prepared, and another control map suitable for muddy conditions can be prepared, and a switch for switching between these two control maps is provided on the handlebar. be able to. In this way, early in the morning when the truck is muddy,
When the user arrives at the truck, the user can select a first map for muddy conditions. This map should have a low low end torque. Then, in the afternoon when the truck dries, it is possible to easily switch to the second control map for the drying conditions. This map will provide higher torque at the low end. Still further, the infrared reader 4 allows the user to modify or create different control maps on his computer and quickly download them to the control board to easily modify the fuel injection and ignition control maps.
48 can also be connected to the board.

Next, referring to FIGS. 20 and 21, the cylinder head 404 has an intake valve arrangement location 450 and an exhaust valve arrangement location 452. A valve cup 451 is located on the valve spring assembly and is biased by the cam to open the valve. To connect the butterfly house 424 to the air inlet 406, the inlet plate 4
An outlet plate 456 is provided for mounting an exhaust system (not shown) to the cylinder head 404. The cylinder head 404 is connected to the cylinder 402, and the gasket 458 ensures proper positioning and sealing between the two. A valve seat 453 is inserted into the inlet 406 and the outlet 408 from below the cylinder head 404 to make the surface of the valve hard.

A cam carrier 460 and a cam cover 462 are provided above the cylinder head 404. The engine inlet cam 470 and the outlet cam 472 are arranged between the cam carrier 460 and the cam cover 462. A front plate 464 is connected to the front surfaces of the cylinder and the cylinder head. Front plate 4
Numeral 64 covers the timing chain 466. A center port 463 is located substantially along the centerline of the cylinder and houses a spark plug and an ignition coil.

The timing chain 466 has a first end connected to the crank assembly and a second end connected to the cam gear. The cam gear rotates the inlet cam 470 and the outlet cam 472 to open and close the valve.

Referring to FIG. 22, one intake valve 474 and one exhaust valve 476 are shown with a spring assembly 478 and a valve retainer assembly 477,
These are used to keep the valve biased in the closing direction. A valve lip 479 is fitted into the valve seat. The cam is used to open the valve by pressing the valve cup 451. Preferably, the intake valve 47
4 are arranged at an angle 480 of about 10 ° with respect to the center line of the cylinder 482. Similarly, the exhaust valve 476 has an angle 4 of about 11 ° with respect to the center line of the cylinder 482.
84. In the preferred embodiment, these angles are less than 15 degrees relative to the centerline of the engine to provide a substantially flat top plate for the enclosed space within cylinder 402.

19 and 22, the fuel injection valve 432 is arranged on substantially the upper surface 486 of the intake valve 474 so as to inject fuel. That is, each fuel injection valve has the center line 4
33, and an extension of this centerline 433 is arranged to intersect the corresponding upper surface 486 and the entrance to the enclosed space closed by the valve. Accordingly, air and fuel are provided with a direct flow path to engine cylinder 402 to improve performance.

Referring to FIG. 23, crankcase 490 includes a plurality of bearing members 492. Further, the shift mechanism 494 includes a shift plate having a stop member 498 for preventing friction with the shift pin. This provides a much better feel during gear shifting. Also shown is a chain guard 500 for the timing chain 466 shown in FIG. As will be readily appreciated by those skilled in the art, the chain extends upward through the chamber 502 to the cams 470 and 472 to define the timing of the engine valves.

FIG. 24 shows the transmission 504 and the clutch cover 506 of the engine. A gearbox 508 shown in FIG. 25 is particularly connected to the transmission 504. The gear box 508 includes a link roller 510, a shift fork 512, a shift focus 514, and a position star 516, all of which are connected to operate the gear 518.

Referring to FIG. 26, balance shaft 520 includes a balance 522 to balance engine vibrations caused by cams. At the first end of the balance shaft 520,
A gear 524 connected to the starter 510 and starting the engine is mounted. The other end of the balance shaft 520 is connected to a small turbine 526 used for a water pump for cooling the engine. The water pump continuously flows water through the engine and the radiator.

While it is clear that the illustrated embodiment of the present invention achieves the above objects, various modifications and other embodiments will occur to those skilled in the art. Therefore, the appended claims should be construed to include all such modifications and embodiments that fall within the spirit and scope of the invention.

[Brief description of the drawings]

FIG. 1 is a left side view of a conventional off-road motorcycle.

FIG. 2 is a right side view of a conventional off-road motorcycle.

FIG. 3 is a left side view of the motorcycle of the present invention.

FIG. 4 is a left side view of another embodiment of the frame and the tank of the off-road motorcycle according to the present invention.

FIG. 5 is a perspective view of the frame of FIG. 4;

FIG. 6 is a perspective view of the main frame of the present invention.

FIG. 7 is a perspective view of a subframe according to the present invention.

FIG. 8 is a perspective view of a swing arm according to the present invention.

FIG. 9 is a left side view of a portion of the frame of FIG. 4, showing various relationships between the components when the swing arm is in a first position.

FIG. 10 is a left side view of a portion of the frame of FIG. 4, showing various relationships between the components when the swing arm is in a second position.

FIG. 11 is an enlarged left side view of the intake assembly and fuel tank of the present invention, with a portion of the main frame cut away for clarity.

FIG. 12 is a perspective view of an air box of the intake assembly of FIG. 11;

FIG. 13 is a plan view of the fuel tank of the present invention.

FIG. 14 is a partially enlarged perspective view of a fuel tank.

FIG. 15 is a right side view of the fuel tank, a portion of which is cut away for clarity.

FIG. 16 is an enlarged perspective view of a fuel pump insert of a fuel tank.

FIG. 17 is a perspective view of a four-stroke engine according to the present invention.

FIG. 18 is an assembly view of the cylinder, piston and crank assembly of the present invention.

FIG. 19 is a plan view of a preferred embodiment of the electronic control management, butterfly house and cylinder head of the present invention.

FIG. 20 is an assembly view of a cylinder head according to the present invention.

FIG. 21 is an assembly view of the cam and the timing belt of the present invention.

FIG. 22 is an assembly view of the valve of the present invention.

FIG. 23 is an assembly view of a crankcase according to the present invention.

FIG. 24 is an assembly view of the transmission and the clutch cover of the present invention.

FIG. 25 is an assembly view of the gearbox of the present invention.

FIG. 26 is an assembly view of the balance shaft of the present invention.

──────────────────────────────────────────────────続 き Continuation of front page (81) Designated country EP (AT, BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, IT, LU, MC, NL, PT, SE ), OA (BF, BJ, CF, CG, CI, CM, GA, GN, GW, ML, MR, NE, SN, TD, TG), AP (GH, GM, KE, LS, MW, SD, SL, SZ, UG, ZW), EA (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM), AE, AL, AM, AT, AU, AZ, BA, BB, BG, BR , BY, CA, CH, CN, CU, CZ, DE, DK, EE, ES, FI, GB, GD, GE, GH, GM, HR, HU, ID, IL, IN, IS , JP, KE, KG, KP, KR, KZ, LC, LK, LR, LS, LT, LU, LV, MD, MG, MK, MN, MW, MX, NO, NZ, PL, PT, RO, RU, SD, SE, SG, SI, SK, SL, TJ, TM, TR, TT, UA, UG, UZ, VN, YU, ZA, ZW (72) Inventor: Living Glen A. 43068 Reynolds, Ohio, United States Burg Hunt Valley Drive 980 (72) Inventor Rivins Kennis Tea 43068 Ohio, United States 43068 Le Inorsburg Firethorn Avenue 6464 (72) Inventor Nilsson Lars Sweden S-24722 Sodra Sandvibe Box 98 (72) Inventor Larson Urban Swedish S-24722 Sodra Sandby Paw Box 98 F-term (Reference) 3D014 DD0 8 DF35

Claims (45)

[Claims] 1. A motorcycle frame having a central plane extending in a central longitudinal direction and an engine having a cylinder, comprising: (a) (1) a head tube; and (2) connected to the head tube. First and second girders having a first end extending downward and rearward from the head tube and terminating at a second end; and (3) a first girder attached to the first and second girders. A second swing arm mount, wherein the first swing arm mount extends downward from a free end of the first girder and terminates at a mount free end, and the second swing arm mount is connected to the second swing arm mount. A swing frame mount extending downward from the free end of the spar and terminating at the mount free end; and (b) an engine frame to which the engine is removably mounted.
An engine frame having a first end rotatably attached to the free end of the mount and a second end detachably connected to the first and second girders; The engine frame is movable between an inner position and an outer position. In the inner position, the second end of the engine frame is connected to the first and second girders, and the cylinder is In the open position, the second end of the engine frame extends between the first and second spar and the first and second spar.
Wherein the cylinder is spaced apart from the first and second digits. 2. The engine frame further includes first and second bolt rails, wherein the first bolt rail is rotatably mounted at a first end thereof to the first swing arm mount. With a second end removably connected to the first girder, the second bolt rail being pivotally mounted to a second swing arm mount, and a second end being attached to the second girder at a second end. The frame according to claim 1, wherein the frame is detachably connected. 3. The engine frame further includes first and second down pipes, wherein the first down pipe is attached to a lower surface of the first girder at a position spaced apart in a longitudinal direction, and A second down pipe is attached to a lower surface of the second girder at a position spaced apart in a longitudinal direction, the first bolt rail extends from the first swing arm mount to the first down pipe, The frame of claim 2, wherein a second bolt rail extends from the second swing arm mount to the second down tube. 4. A shock cross member extending transversely between said first and second spar, from which a first shock mount extends, and b) spaced apart from each other. Two stays, a first end rotatably connected to the swing arm mount, a second end to which a rear wheel is rotatably mounted, and a swing arm cross extending in a transverse direction between the both stays. A swing arm having a second shock mount from which the swing arm cross member extends; c) pivotable with respect to the first shock mount and the second shock mount. And a shock coupled to the center plane and located in coincidence with the center plane.
The engine frame described in the above. 5. The shock, when in the fully extended position, forms a first shock angle of less than 45 ° with respect to the horizontal plane, and when in the fully compressed position, forms a first shock angle with the horizontal plane. 5. The frame of claim 4, wherein the second shock angle is less than 30 degrees. 6. A motorcycle frame having a longitudinally extending center plane, comprising: a) a head tube, a first spar, a second spar, a first swing arm mount, and a second spar. A swing arm mount and a shock cross member, wherein the first and second girders extend downward and rearward from the head tube and are separated at respective free ends; and wherein the first swing arm mount is the first swing arm mount. The second swing arm mount extends downward from the free end of the second spar and terminates at the free end of the mount, and the shock cross member extends downward from the free end of the second spar. A main frame including a first shock mount extending between and extending from the first and second spars; b) two spaced stays; and the first and second swing arms. Ma A first arm rotatably connected to the und and rotatable about a swing arm pivot axis;
An end, a second end to which the rear wheel is rotatably mounted, and a swing arm cross member extending between the stays, the swing arm cross member having a second mount extending therefrom. A frame having an arm; and c) a shock pivotally connected to the first mount and the second mount and coplanar with the center plane. 7. The first and second girders have a central girder plane extending in a longitudinal direction,
The frame according to claim 6, wherein the angle between the center girder plane and the horizontal plane is less than 45 °. 8. The frame of claim 7, wherein a shock mount distance measured horizontally from the shock mount to the spring arm pivot axis extends forward of the pivot axis. 9. The frame of claim 8, wherein the horizontal shock mount distance is greater than about 3 inches and the vertical shock mount distance is less than about 12 inches. 10. A swingarm plane in a first position when the swingarm plane extends longitudinally along the center of the stay and the shock is in a fully extended position, and a position where the shock is fully compressed. The frame according to claim 6, wherein a movement angle is formed between the swing plane at the second position and the swing plane at the second position. 11. The shock forms a first shock angle of less than about 45 ° relative to a horizontal plane in a fully extended position and less than about 30 ° relative to a horizontal plane in a fully compressed position. The frame of claim 10, wherein the second shock angle is formed. 12. A first swing arm angle between said shock and said swing arm plane at said first position is about 25 degrees, and said first swing arm angle between said shock and said swing arm plane at said second position. The frame of claim 11, wherein the second swing arm angle is about 50 degrees. 13. A motorcycle fuel tank in which the air filter and the engine below it are in fluid communication, comprising: a) an upper wall; b) a lower wall spaced from the upper wall; An upper wall connected to the lower wall, comprising: (1) a first hollow portion forming a fuel inlet for introducing fuel; and (2) a fuel outlet provided therein for a fuel outlet. A second hollow portion; and (3) at least one center connecting the first hollow portion to the second hollow portion for flowing fuel from the first hollow portion to the second hollow portion. And a side wall forming a hollow portion, wherein the first hollow portion, the second hollow portion, and the central portion extend vertically from the upper wall to the lower wall to house an air filter. A fuel tank characterized by forming a cavity. 14. The fuel tank according to claim 13, wherein the fuel tank has two central hollow portions separated from each other so as to form a cavity therebetween. 15. The method according to claim 15, wherein said first hollow portion, said second hollow portion and one central hollow portion form a U-shape, said cavity having a laterally facing opening. Item 14. The fuel tank according to item 13. 16. The fuel tank according to claim 15, wherein the second hollow portion is located behind the engine. 17. The fuel tank according to claim 16, wherein a volume of the second hollow portion is larger than a volume of the first hollow portion. 18. The fuel tank according to claim 17, wherein the volume of the second hollow portion is about twice the volume of the first hollow portion. 19. The apparatus of claim 1, further comprising at least one battery electrically connected to an electronic controller and mounted on said upper wall of said second hollow portion.
3. The fuel tank according to 3. 20. The fuel tank according to claim 19, wherein the battery is electrically connected to the controller via a plug-in connector. 21. The fuel tank according to claim 13, wherein said second hollow portion further comprises a fuel pump in fluid communication with said fuel outlet. 22. The fuel pump insert, wherein the upper wall of the second hollow portion defines an opening, a fuel pump insert is disposed within the opening and connected to the upper wall of the second hollow portion. 22. The fuel tank according to claim 21, further comprising a tube extending into the interior of the fuel tank, the tube defining an opening for receiving fuel, and the fuel pump being secured within the tube. . 23. A motorcycle having a longitudinally extending central plane, comprising: a) an engine having a cylinder; and b) (1) a steering assembly including (1) a front wheel, a first spar and a second spar. A head tube for housing, a first swing arm mount and a second swing arm mount, wherein the first and second girders extend downward and rearward from the head tube and are separated from each other at free ends. Terminating, wherein the first swing arm mount extends downward from the free end of the first spar and terminates at a free end of the mount, and wherein the second swing arm mount extends downward from the free end of the second spar. A main frame extending and terminating at a free mounting end; (2) a first end removably attached to the free mounting end; and a second end removably connected to the first and second girders. Including A movable engine frame removably connected to the engine; (3) a swing having a first end rotatably connected to the swing arm mount and a second end rotatably mounted on a rear wheel. An arm; c) a shock pivotally connected to the swing arm and the main frame and extending along the center plane; and d) a fuel tank, the bulk of which has a bulk. A motorcycle having a fuel tank supported on an upper end of the frame so as to be located behind the engine. 24. The motorcycle according to claim 24, wherein the vertical center plane is equidistant from the front wheel axis and the rear wheel axis, wherein the motorcycle has weight, less than 50% of which is in front of the center line, and 50% of weight. 24. The motorcycle of claim 23, wherein a super is behind the centerline. 25. About 45% to about 49% of said weight is in front of said vertical center plane and about 51% to 55% of said weight is behind said vertical center plane. The motorcycle according to claim 24, wherein: 26. An air filter in fluid communication with the engine, the fuel tank comprising: a) an upper wall; b) a lower wall spaced from the upper wall; Coupled to the lower wall, (1) a first hollow portion forming a fuel inlet for introducing fuel; and (2) a second hollow portion having a fuel outlet provided therein for the outlet of the fuel. And (3) at least one central hollow portion connecting the first hollow portion to the second hollow portion such that fuel flows from the first hollow portion to the second hollow portion. A side wall to be formed, wherein the first hollow portion, the second hollow portion, and the central portion extend vertically from the upper wall to the lower wall to form a cavity for housing the air filter therein. 23. The auto according to claim 22, wherein B. 27. The motorcycle according to claim 26, wherein the second hollow portion is located behind the engine. 28) a) a predetermined radius, a center line, a first end, a second end,
A single cylinder having an internal volume of 0 cc to 700 cc; b) housed within said cylinder and substantially movable within said cylinder from said first end to said second end with the same radius C) having a corresponding intake valve connected to the cylinder at the first end to form a substantially closed space between the piston and introducing fuel into the closed space. A cylinder head having two inlets and two outlets with corresponding exhaust valves for exhaust gas from the enclosed space; d) a butterfly house for introducing air into the cylinder head; e. A) a four-stroke engine having two electronically controlled fuel injectors connected to the butterfly house and arranged to inject fuel at the intake valves; 29. a) An electronic control management system electronically connected to the fuel injection valve for controlling the amount and timing of fuel injection, the electronic control management system comprising: (1) flowing into the butterfly house; (2) an air pressure sensor arranged to measure the pressure of the air entering the butterfly house; and (3) an air temperature sensor arranged to measure the pressure of the air entering the butterfly house. A first fuel pressure sensor arranged to measure fuel pressure; and a second fuel pressure sensor arranged to measure fuel exiting the fuel injector.
And (4) receiving input signals from the air temperature sensor, the air pressure sensor, the first and second fuel pressure sensors, and supplying a control signal to the fuel injection valve based on the input signals. 29. The four-stroke engine according to claim 28, further comprising a program board. 30. The fuel injector of claim 29, wherein the program board comprises at least two different fuel injector control maps for providing control signals, the fuel injector control map being selectable by a user. Stroke engine. 31. The system of claim 30, wherein the electronic control management system further comprises means for electronically connecting the program board to a computer, wherein the fuel injector control map can be changed via the computer. A four-stroke engine as described. 32. a) a crank and a crankshaft for providing engine power; b) a connecting rod connected between the piston and the crank; c) a gear connected to the crankshaft and the engine. 29. The four-stroke engine according to claim 28, further comprising a balance shaft and a balance that balances the two. 33. The four-stroke engine according to claim 32, further comprising an electronic starter mounted on an end of the balance shaft. 34. The four-stroke engine according to claim 33, further comprising a water pump mounted on an end of the balance shaft. 35. The four-stroke engine of claim 28, wherein said intake valve is angled less than about 15 degrees from said centerline. 36. The four-stroke engine of claim 35, wherein said exhaust valve is angled less than about 15 degrees from said center line. 37. The air temperature sensor, the air pressure sensor and the program board are connected to a plate, the plate is connected to the cam cover, and the electronic control management system is removable as a unit. Item 34. The four-stroke engine according to item 29. 38. The four-stroke engine according to claim 35, wherein the engine further comprises an ignition coil connected to the plate. 39. The four-stroke engine according to claim 35, wherein the air filter is detachably connected to the plate. 40. The four-stroke engine according to claim 28, further comprising a starter comprising only an electronic starter. 41. a) (1) a single cylinder having an internal volume of 250 cc to 700 cc; (2) a piston housed within said cylinder to move substantially therein; Two inlets connected to a cylinder to form a substantially enclosed space with the piston and having corresponding intake valves for introducing fuel into the enclosed space; and exhaust gas from the enclosed space 2 with corresponding exhaust valve for
A four-stroke engine including a cylinder head having two outlets; b) (1) a main frame for supporting the engine and front wheels; and (2) a rear wheel rotatably mounted on the main frame. A motorcycle having an aluminum frame including a swing arm for supporting the aluminum frame and an aluminum frame for supporting an engine. 42. The motorcycle according to claim 41, wherein said engine further comprises a cylinder centerline inclined by less than 15 ° from a vertical plane. 43. The engine of claim 42, wherein the engine further comprises a substantially vertical butterfly house for introducing air into the cylinder head.
The motorcycle described in. 44. A swing arm at a second end having a first end rotatably attached to the main frame and having a vertical distance from a mounting position of the swing arm with respect to the main frame. 5. A shock absorber rotatably mounted on the motorcycle, the shock being located in a center plane of the motorcycle.
The motorcycle according to 1. 45. The shock wherein the shock has a fully extended position forming an angle of less than about 45 ° with respect to a horizontal plane and a fully compressed position forming an angle of less than about 30 °. The motorcycle according to claim 44, wherein: