JP2006266471A - Internal combustion engine with torque converter - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine with a torque converter having a less number of components to reduce man-hours and good assembling efficiency to improve productivity. <P>SOLUTION: The internal combustion engine 1 with the torque converter having the torque converter 8 on a crank shaft 100 comprises a shift change clutch 9 provided at the shaft end of a main shaft 201, an oil separator 6a provided thereon, and a plate supporting part 6b integrated with the oil separator 6a for locking a stator fixing plate 8e of the torque converter 8. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an internal combustion engine with a torque converter having a built-in torque converter.

  As an example of an internal combustion engine with a torque converter, there is known an engine in which a pressure control valve for controlling a discharge pressure of an oil pump is driven using a reaction force applied to a stator of the torque converter. In such an internal combustion engine with a torque converter, a large driving force is obtained by supplying a large hydraulic pressure to a hydraulic clutch at the time of acceleration for switching a transmission gear in a vehicle (see, for example, Patent Document 1).

JP 2003-322248 A

  By the way, in the internal combustion engine with a torque converter as disclosed in Patent Document 1, when providing an oil separator for preventing oil immersion of a shift clutch, it is necessary to fix the oil separator in a crankcase at a position different from the stator fixing pin of the torque converter. For this reason, the number of parts increases, the number of man-hours required for parts management increases, and assembly is not good because the parts must be assembled separately.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to reduce the number of parts and reduce the number of man-hours and to improve the productivity by improving the assembling property. An internal combustion engine is provided.

  In order to achieve the above object, the invention according to claim 1 is equipped with a torque converter in which a crankshaft and a transmission having a main shaft and a countershaft are built in a crank chamber of an internal combustion engine, and a torque converter is provided on the crankshaft. In an internal combustion engine, an oil separator is provided in a shift change clutch provided at the shaft end of the main shaft, and the oil separator and a plate support portion for locking a stator fixing plate of the torque converter are provided integrally. It is characterized by.

  According to the internal combustion engine with a torque converter according to the first aspect, the oil separator and the plate support portion for locking the stator fixing plate of the torque converter are integrally formed. Thereby, since an oil separator and a plate support part become integral structure, a number of parts can be reduced and a man-hour can be reduced. Further, since it is not necessary to assemble separately, it is possible to improve the productivity by improving the assemblability.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.
1 to 9 show an embodiment of the present invention, FIG. 1 is a side view of a vehicle equipped with an internal combustion engine with a torque converter according to the present invention, and FIG. 2 is a plan view of the vehicle shown in FIG. 3 is a cross-sectional view taken along a line connecting a cylinder head, a cylinder block, a crankshaft, a main shaft, a counter shaft, an intermediate shaft, and a differential of a power unit for explaining an internal combustion engine with a torque converter according to the present invention. FIG. 5 is a cross-sectional view of the power unit shown in FIG. 3 cut along a plane passing through the fork shaft, main shaft, reverse shaft, counter shaft, and fork shaft, and FIG. 5 shows the left crankcase of the power unit shown in FIG. 6 is a partially cutaway side view, FIG. 6 is a partially cutaway side view of the left crankcase of the power unit shown in FIG. 3, viewed from the outside, and FIG. 7 is a right club of the power unit shown in FIG. FIG. 8 is a partially cutaway sectional view around an oil separator with a plate support used in the power unit shown in FIG. 3, and FIG. 9 is a plate support used in the power unit shown in FIG. It is a side view for demonstrating the simple substance of an oil separator with a part. In FIG. 1 and FIG. 2, “front”, “rear”, “left”, and “right” follow the direction seen from the driver, Fr is the front side, Rr is the rear side, L is the left side, and R is the right side. Show.

  As shown in FIGS. 1 and 2, the vehicle 10 includes a vehicle body (body frame) 11 having two left and right front wheels 12 and 12 and two right and left rear wheels 13 and 13, and a bar handle 15 type at the front of the vehicle body 11. The steering mechanism 14 is provided. A front seat 16 and a rear seat 17 are provided at the center of the vehicle body 11, and a power unit (an internal combustion engine with a torque converter) 1 is provided at the rear lower portion of the vehicle body 11. Further, a front cover 18 that covers the periphery of the front portion of the vehicle body 11, a wind screen 19 that is attached to the upper portion of the front cover 18, extends continuously from the upper end of the wind screen 19 to the rear, and above the front and rear seats 16 and 17. This is a small four-wheeled vehicle equipped with a covering roof 20 and a rear cover 21 covering the rear part of the vehicle body 11.

  The support structure of the roof 20 supports the roof 20 with the left and right roof side pillars 22 and 22. The left and right roof side pillars 22 and 22 are pipe-shaped roof pillars that are curved in an arch shape from the front part of the vehicle body to the rear part of the vehicle body, and are a combination structure of the front pillars 23 and 23 at the front part and the rear pillars 24 and 24 at the rear part. It is.

  The left and right front pillars 23, 23 are members that extend rearward and upward from the upper end of the front cover 18 at the front of the vehicle body, and span the front cross member 25 between the upper ends of the front pillars 23, 23. A wind screen 19 is provided between them.

  The left and right rear pillars 24, 24 extend upward from the upper ends of the left and right support members 26, 26 provided at the rear of the vehicle body, extend further forward from the upper ends, and have their front ends bolted to the rear ends of the front pillars 23, 23. A rear cross member 27 is stretched between the rear upper ends of the rear pillars 24, 24. The left and right support members 26 and 26 support the left and right rear pillars 24 and 24 at their upper ends in a detachable manner with bolts.

  And by attaching the substantially flat plate-like roof 20 to the frame composed of the left and right front pillars 23, 23, the left and right rear pillars 24, 24 and the front / rear cross members 25, 27, the roof 20 is detachably attached. Can support.

  The rear end of the roof 20 is behind the rear seat 17. The width of the roof 20 is approximately the same as or slightly smaller than the vehicle width. The side of the vehicle 10 is released, and the driver and the rear passenger can get on and off the vehicle.

  In this manner, the front of the front seat 16 can be covered with the wind screen 19, and the front seat 16 and the rear seat 17 can be covered with the roof 20. Not only the driver but also the rear passengers can be protected from rain. In addition, it is advantageous for rain and the like when placing luggage on the rear seat 17. Furthermore, since it is only the roof 20 and the side portions are open, it is easy to get on and off despite the presence of the roof 20.

  Further, the vehicle 10 includes a shift lever 28, a parking lever 29, a headlamp 30, a blinker 31, a side mirror 32, front fenders 33 and 33, rear fenders 34 and 34, an accelerator pedal (not shown), and a brake pedal (not shown). Prepare.

  As shown in FIG. 3, the power unit 1 is a water-cooled four-stroke cycle single-cylinder internal combustion engine. As shown in FIG. 1, the axis of the crankshaft is orthogonal to the traveling direction of the vehicle, and the cylinder head is positioned forward. The cylinder shaft is mounted on the vehicle 10 so as to face substantially horizontally along the traveling direction.

  As shown in FIG. 3, the power unit 1 includes a left crankcase 2, a right crankcase 3, a cylinder block 40, a cylinder head 50, a left crankcase cover 60, a right crankcase cover 61, and an intermediate gear housing. The chamber cover 62 is connected to form an outer shell. A crankshaft 100, a transmission 200, and a differential 300 are disposed in a crank chamber 4 formed by joining the left crankcase 2 and the right crankcase 3 together. The left crankcase cover 60 is bolted to the left side surface of the left crankcase 2, and the right crankcase cover 61 is bolted to the right side surface of the right crankcase 3.

  The left crankcase 2 is for arranging a first intermediate gear 202a fixed to the counter shaft 202 of the built-in transmission 200 and a second intermediate gear 203a fixed to the intermediate shaft 203 in a separate chamber from the crank chamber 4. An intermediate gear housing chamber 5 is formed. The intermediate gear storage chamber 5 is formed by projecting a peripheral wall 2c surrounding the intermediate gears 202a and 203a to the outside of the left crankcase 2, and the intermediate gear storage chamber cover 62 is bolted to the left crankcase 2. By stopping, the opening is closed.

  The cylinder head 50 is fastened together by a stud bolt 45 together with the cylinder block 40 inserted into the upper openings of the combined left and right crankcases 2 and 3, and a combustion chamber 51 is formed on the lower surface thereof. A spark plug 52 is attached so as to face.

  Further, a cam shaft 53 of a valve mechanism is rotatably supported in the cylinder head 50, and a cam sprocket 54 is fixed to the end thereof. The cam sprocket 54 spans a cam chain 94 that spans a drive sprocket 102 that is fixed to the crankshaft 100. As a result, the rotational driving force of the crankshaft 100 is transmitted to the camshaft 53 to drive the rocker arm 55 disposed in the cylinder head 50, and the intake valve 56 (see FIG. 5), exhaust valve in the combustion chamber 51. 57 (see FIG. 5) is opened and closed at a predetermined timing.

  A water pump 95 is provided on the left side of the cylinder head 50, and the right end portion of the pump shaft 96 of the water pump 95 is connected to the left end portion of the cam shaft 53 of the valve operating mechanism. As a result, the pump shaft 96 rotates together with the cam shaft 53 to operate the water pump 95.

  Further, a water jacket 58 is formed adjacent to the upper side of the combustion chamber 51 of the cylinder head 50, and a water jacket 44 is formed around a portion of the cylinder block 40 close to the combustion chamber 51. By joining 50 and the cylinder block 40, both water jackets 44 and 58 are communicated.

  The crankshaft 100 is composed of left and right parts, and is integrated by a crankpin 101. The crankshaft 100 is rotatably supported via rolling bearings 70 and 71 disposed in the left crankcase 2 and the right crankcase 3, respectively. The AC generator 90 is assembled on the left side in the axial direction, and the torque converter 8 is assembled on the right side in the axial direction. Further, a piston 42 is connected to the crankpin 101 via a connecting rod 41, and this piston 42 reciprocates in the cylinder axis direction in a cylinder liner 43 integrally formed in the cylinder block 40.

  The AC generator 90 generates a high voltage to be applied to the spark plug 52 through an ignition coil (not shown) and generates a charging current for a battery (not shown).

  The torque converter 8 includes a pump impeller 8a that is splined to the crankshaft 100, a turbine runner 8b that is disposed opposite to the pump impeller 8a, and a stator 8d that is coupled to the crankshaft 100 via a one-way clutch 8c. And a stator fixing plate 8e that receives a reaction force applied to the stator 8d. The stator fixing plate 8e is attached to an oil separator 6 with a plate support (see FIG. 7) that is fixed to the outer surface of the right crankcase 3. Locked.

  The torque converter 8 is filled with torque converter oil for lubricating the crank chamber 4 and when the pump impeller 8a rotates together with the crankshaft 100, when the turbine runner 8b does not follow the pump impeller 8a, what is the rotational direction of the pump impeller 8a? The stator 8d receives a reaction force in the opposite direction, and the stator fixing plate 8e receives the reaction force. Then, the rotational power of the turbine runner 8b is transmitted to the primary driven gear 9d of the multi-plate clutch 9 provided on the right side of the main shaft 201 through the primary drive gear 103 mounted on the crankshaft 100.

  The multi-plate clutch 9 is a wet type shift change clutch and is assembled on the right side of the main shaft 201. The multi-plate clutch 9 is alternately arranged on the clutch plate 9b and the clutch plates 9b in the outer case 9a. A plurality of clutch disks 9c, each having a damper spring, a drive plate, a stop ring, a clutch spring, a clutch weight, an outer drive gear, a center clutch, a free spring, and a set (not shown) And a ring. Further, in the multi-plate clutch 9, a clutch lifter lever 81 coupled to a change spindle 80 supported by the right crankcase 3 rotates a clutch lifter cam plate 9d assembled to the multi-plate clutch 9 ( (See FIG. 7). Thus, during the gear change of the transmission 200, the rotational power of the crankshaft 100 is set to the neutral state without being transmitted to the transmission 200, and at the same time as the gear change of the transmission 200 is completed, the rotational power of the crankshaft 100 is transmitted to the transmission 200. .

  As shown in FIGS. 3 to 5, the transmission 200 includes a main shaft 201, a counter shaft 202, an intermediate shaft 203, a reverse shaft 204, a fork shaft 205, and a shift drum 206. Arranged parallel to the crankshaft 100. 4 is a cross-sectional view taken along a line connecting the fork shaft 205, the main shaft 201, the reverse shaft 204, the counter shaft 202, and the fork shaft 205, the two fork shafts 205 are shown. Actually, it is one.

  The main shaft 201 is rotatably supported via rolling bearings 72 and 73 disposed in the left and right crankcases 2 and 3, respectively, and gears 201a and 201b that are inserted in a relatively rotatable manner. The main shaft 201 is integrated with a gear 201c that can be slidably moved in the axial direction of the main shaft 201 and locked in the rotational direction and can be engaged with the gear 201a or the gear 201b by the movement of the first shift fork 207. A gear 201d to be molded.

  The counter shaft 202 is rotatably supported via rolling bearings 74 and 75 disposed in the left and right crankcases 2 and 3, respectively, and a fixed gear 202b, and a gear 202c that is inserted so as to be relatively rotatable. 202d and a gear 202e which can be slidably moved in the axial direction of the counter shaft 202 between the gears 202c and 202d and locked in the rotational direction, and can be engaged with the gear 202c or the gear 202d by the movement of the second shift fork 208. And comprising. A first intermediate gear 202 a (see FIG. 3) is fixed to the left end portion of the counter shaft 202, and the first intermediate gear 202 a is disposed in the intermediate gear housing chamber 5.

  The intermediate shaft 203 is rotatably supported via rolling bearings 76 and 77 disposed in the left and right crankcases 2 and 3, respectively, and a second intermediate gear 203a fixed to the left end portion and a spring A gear 203b that is urged to the left by the mechanism 209 and locked in the rotational direction. The second intermediate gear 203 a is disposed in the intermediate gear housing chamber 5, and the gear 203 b is disposed in the differential chamber 301. Here, the differential chamber 301 is independent of the crank chamber 4 and the intermediate gear housing chamber 5 by partition walls 7a and 7b formed in the left and right crankcases 2 and 3 in the crank chamber 4 at the rear of the transmission 200, respectively. Is formed. The first intermediate gear 202a and the second intermediate gear 203a are always meshed.

  The reverse shaft 204 is supported by a fitting portion formed in each of the left and right crankcases 2 and 3, and rotatably supports integrally formed gears 204a and 204b.

  The fork shaft 205 is supported by a fitting portion formed on each of the left and right crankcases 2 and 3, and supports the first shift fork 207 and the second shift fork 208 so as to be slidable in the axial direction. To do.

The shift forks 207 and 208 are respectively inserted into cam grooves 206a and 206b provided on the shift drum 206, and the shift drum 206 rotates to slide along the cam grooves 206a and 206b on the axis of the fork shaft 205. To do.

  The differential 300 is disposed in the differential chamber 301. Since the ring gear 302 is engaged with the gear 203b of the intermediate shaft 203, the rotational power of the intermediate shaft 203 is transmitted to the ring gear 302 via the gear 203b. Thus, the left and right drive shafts 304 and 305 are rotated by the differential gear mechanism 303.

  As shown in FIG. 5, the cylinder head 50 is formed with an intake port 50a in which an intake valve 56 is disposed and an exhaust port 50b in which an exhaust valve 57 is disposed, and an injector 59 is assembled to the intake port 50a. ing. The injector 59 is electrically connected to an engine control unit (not shown), and injects high fuel pressure fuel into the intake port 50a according to the rotational speed by the current supplied from the engine control unit.

  Lubricating oil supply passages 2a are formed symmetrically on the split surfaces of the left and right crankcases 2 and 3, respectively. The oil feed passage 2a is sealed by coupling the crankcases 2 and 3, and the front end portion is connected to the discharge port of an oil pump (not shown) and the oil feed passage 3a (see FIG. 7) and the distribution port 3b (see FIG. 7), and the rear end portion is connected to an oil feed passage (see FIG. 6) 5 a included in the intermediate gear storage chamber 5.

  As shown in FIG. 6, the intermediate gear storage chamber 5 is formed by projecting the peripheral wall 2c surrounding the intermediate gears 202a and 203a to the outside of the left crankcase 2 as described above. An oil feeding passage 5a having a substantially inverted L shape in a side view is formed on the end surface of this. The oil feeding passage 5a includes a central hole 5b communicating with the oil feeding passages 2a and 3a, a main shaft hole 5c provided on the lower side of the central hole 5b, and a reverse shaft hole 5d provided on the rear side of the central hole 5b. The end face of the peripheral plate 2c is composed of connection grooves 5e and 5e that connect the holes 5c, 5b, and 5d. The main shaft hole 5c and the reverse shaft hole 5d penetrate into the crank chamber 4 from the end face of the peripheral plate 2c.

  The intermediate gear storage chamber 5 has an orifice hole 2d formed through the left crankcase 2 at a position adjacent to the main shaft hole 5c. As shown in FIG. 3, the orifice hole 2d communicates with the oil feed passage 5a via the main shaft hole 5c and also in a lubricating oil passage 201e (see FIG. 3) formed in the main shaft 201. Communicated. Further, the intermediate gear housing chamber 5 is provided with a lubricating oil return hole 2e formed through the crank chamber 4 at a position on the back surface side of the first intermediate gear 202a.

  Then, the intermediate gear storage chamber 5 is assembled in a bathtub system by lubricating the oil discharged from the orifice hole 2d while the opening is closed by the assembly of the intermediate gear storage chamber cover 62 and the oil feed passage 5a is sealed. The lubricating oil collected at the bottom of the peripheral plate 2c while lubricating the first and second intermediate gears 202a and 203a, and then the lubricating oil collected at the bottom of the peripheral plate 2c is fed into the crank chamber 4 from the lubricating oil return hole 2e. Returned.

  Accordingly, the lubricating oil discharged from the oil pump (not shown) is supplied to the distribution port 3b (see FIG. 7), one of which is connected to the crankshaft through an oil supply passage (not shown) formed in the crankcase cover 61. 100 is fed to the lubricating hole 105, and the other is fed to the oil feeding passage 3 a formed in the right crankcase 3. The lubricating oil fed to the lubricating hole 105 passes through the torque converter 8 and is fed into the crank pin 101.

  Lubricating oil fed to the oil feed passage 3a of the right crankcase 3 is transferred from the front end portion to the rear end portion of the oil feed passage 2a formed in the left and right crankcases 2 and 3 that are connected to the oil feed passage 3a. In the oil feed passage 5 a of the intermediate gear housing chamber 5, it is branched from the central hole 5 b to the main shaft hole 5 c and the reverse shaft hole 5 d. The lubricating oil fed to the main shaft hole 5c is sent from the main shaft hole 5c to the left bearing 72 portion of the main shaft 201, and is formed in the main shaft 201 (see FIG. 3). Once taken in, it is sent to the orifice hole 2d and discharged from the orifice hole 2d into the intermediate gear housing chamber 5.

  On the other hand, the lubricating oil fed from the central hole 5b to the reverse shaft hole 5d is fed from the reverse shaft hole 5d to the left side portion of the reverse shaft 204 and is formed in the reverse shaft 204 (see FIG. 4). ). Here, the lubricating oil collected in the oil pocket 3c formed in the right crankcase 3 is supplied to the lubricating hole 202f (see FIG. 4) formed in the counter shaft 202.

  As shown in FIGS. 7 and 8, the oil separator 6 with a plate support is fixed to the outer surface of the right crankcase 3 on the inner side closed by the right crankcase cover 61. The oil separator 6 with a plate support portion includes an oil separator portion (oil separator) 6a disposed on the lower side of the outer case 9a in the multi-plate clutch 9, that is, the lubricating oil surface L side, and a stator fixing plate 8e. The plate support portion 6b to be locked is integrally formed, and is fixed by bolting the fixing plate 6c of the oil separator portion 6a and the fixing plate 6d of the plate support portion to the right crankcase 3.

  Further, as shown in FIG. 7, a change spindle 80 projects outside the right crankcase 3, and a clutch lifter lever 81 coupled to the change spindle 80 is connected to the multi-plate clutch from the outside of the oil separator portion 6a. 9 is engaged with a clutch lifter cam plate 9d.

  As shown in FIG. 9, the oil separator portion 6 a of the plate-equipped oil separator 6 is formed in a substantially U shape in a longitudinal section so as to surround the lower side of the outer case 9 a of the multi-plate clutch 9. The oil separator portion 6a includes a curved bottom plate 6e having an inner diameter larger than the outer diameter of the outer case 9a of the multi-plate clutch 9, and a side plate 6f formed in a crescent shape upward from both side edges of the bottom plate 6e. , 6f, and a fixed plate 6c integrally connected to the rear end portion of the outer peripheral surface of the bottom plate 6e and having a bolt hole 6g.

  The plate support portion 6b of the oil separator 6 with a plate support portion is a plate-like body having a substantially J-shaped cross section, and is formed at a fixing plate 6d having bolt holes 6g and 6g and a tip portion of the stator fixing plate 8e. It is comprised from the reaction force receiving plate 6i which has the fitting hole 6h which engages and latches the fitting piece 8f. The plate support portion 6b is integrated with the oil separator portion 6a by connecting a fixed plate 6d to the front end portion of the outer peripheral surface of the bottom plate 6e of the oil separator portion 6a.

  And since the oil separator 6 with a plate support part is arrange | positioned so that the oil separator part 6a may cover the lower surface of the outer case 9a of the multi-plate clutch 9, the lubricating oil with which the crank chamber 4 was filled was scattered. However, the lubricating oil can be prevented from entering the multi-plate clutch 9. Further, the plate support portion 6b receives the reaction force received by the stator 8d of the torque converter 8 from the stator fixing plate 8e with high rigidity by an integral structure with the oil separator portion 6a.

  In the internal combustion engine with a torque converter described above, the oil separator portion 6a and the plate support portion 6b for locking the stator fixing plate 8e of the torque converter 8 are integrally formed. Thereby, since the oil separator 6 with a plate support part in which the oil separator part 6a and the plate support part 6b are integrated is assembled, the number of parts can be reduced and the man-hour can be reduced. Moreover, since it is not necessary to separately assemble the oil separator 6a and the plate support 6b, it is possible to improve the productivity by improving the assembling property.

1 is a side view of a vehicle equipped with an internal combustion engine with a torque converter according to the present invention. It is a top view of the vehicle shown in FIG. It is sectional drawing cut | disconnected by the line | wire which connected the center of the cylinder head of the power unit explaining the internal combustion engine with a torque converter which concerns on this invention, a cylinder block, a crankshaft, a main shaft, a counter shaft, an intermediate shaft, and a differential. FIG. 4 is a cross-sectional view of the power unit shown in FIG. 3 cut along a plane that passes through the axes of the fork shaft, the main shaft, the reverse shaft, the counter shaft, and the fork shaft. FIG. 4 is a partially cutaway side view of the left crankcase of the power unit shown in FIG. 3 as viewed from the inside. FIG. 4 is a partially cutaway side view of the left crankcase of the power unit shown in FIG. 3 as viewed from the outside. FIG. 4 is a partially cutaway side view of a right crankcase of the power unit shown in FIG. 3 as viewed from the outside. It is a partially cutaway sectional view around the oil separator with a plate support used in the power unit shown in FIG. It is a side view for demonstrating the single body of the oil separator with a plate support part used for the power unit shown in FIG.

Explanation of symbols

1 Power unit (internal combustion engine with torque converter, internal combustion engine)
2 Left crankcase 3 Right crankcase 4 Crank chamber 5 Intermediate gear housing chamber 6 Oil separator with plate support 6a Oil separator (oil separator)
6b Plate support portion 8 Torque converter 8e Stator fixing plate 9 Multi-plate clutch (shift change clutch)
100 Crankshaft 200 Transmission 201 Main shaft 202 Counter shaft

Claims (1)

An internal combustion engine with a torque converter, in which a crankshaft and a transmission having a main shaft and a countershaft are built in a crank chamber of the internal combustion engine, and a torque converter is provided on the crankshaft,
A torque converter characterized in that an oil separator is provided in a shift change clutch provided at a shaft end of the main shaft, and the oil separator and a plate support portion for locking a stator fixing plate of the torque converter are integrally provided. Internal combustion engine.

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