JP2009287504A - Vehicular power unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance a degree of freedom in arrangement of a part arranged in an upper end part of an engine body, by miniaturizing the engine body in the cylinder axial direction, in a vehicular power unit for mounting the engine body of an engine having a valve gear capable of changing an operation mode of an engine valve and a valve system control device for controlling operation of the valve gear, on a vehicle body frame, and storing a transmission in a crankcase for constituting a part of the engine body by rotatably supporting a crankshaft having the axis extending in the width direction of the vehicle body frame. <P>SOLUTION: The valve system control device 262 is installed on one side surface of any one of the right or the left of the crankcase 35. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention provides an engine main body of an engine having a valve operating device capable of changing an operation mode of an engine valve and a valve operating control device for controlling the operation of the valve operating device mounted on a vehicle body frame. The present invention relates to a vehicle power unit in which a crankshaft having an axial line extending in a direction is rotatably supported and a transmission is accommodated in a crankcase that forms a part of the engine body.

Patent Document 1 discloses that a valve operating control device for changing an operation mode of a valve operating device is provided on a head cover in an engine body.
JP 2003-003811 A

  However, in the configuration in which the valve control device is provided in the head cover as disclosed in Patent Document 1, the engine body is enlarged in the direction along the cylinder axis. In particular, as disclosed in Patent Document 1, when the axis of the electric motor included in the valve control apparatus is set in a direction along the cylinder axis, the engine body becomes larger in the cylinder axis direction, and the engine When the fuel tank is arranged above the main body, the vertical position of the fuel tank is also raised, and the vehicle is enlarged in the vertical direction. In addition, the head cover may be provided with an insertion hole for inserting the spark plug, and in order to ensure the maintainability of the spark plug, it is necessary to consider that the valve control device and the insertion hole do not overlap. There is a limitation in the arrangement of the valve control device.

  The present invention has been made in view of such circumstances, and can reduce the size of the engine body in the cylinder axis direction and increase the degree of freedom in arrangement of components disposed at the upper end of the engine body. An object is to provide a power unit.

  In order to achieve the above object, an invention according to claim 1 is an engine of an engine having a valve operating device capable of changing an operation mode of an engine valve and a valve operating control device for controlling the operation of the valve operating device. In a vehicle power unit in which a main body is mounted on a vehicle body frame, a crankshaft having an axis extending in the width direction of the vehicle body frame is rotatably supported, and a transmission is housed in a crankcase constituting a part of the engine main body. The valve control device is attached to one of the left and right sides of the crankcase.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, the longitudinal direction of the driving means provided in the valve control device is adapted to be along the one side surface of the crankcase. The valve control device is attached to the one side surface of the crankcase.

  According to a third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, a generator cover that covers a generator coaxially connected to the crankshaft is attached to the one side surface of the crankcase. The valve operating control device is arranged around the generator cover.

  According to a fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the valve operating control device is arranged behind the generator cover.

  According to a fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the generator cover and the output of the transmission are arranged behind the generator cover so as to output the output to the rear wheel side. The valve control device is disposed between the power take-out unit and the power take-out unit.

  In addition to the configuration of the invention described in claim 1, the engine main body includes the crankcase, a cylinder block coupled to an upper portion of the crankcase, and an upper portion of the cylinder block. And a cylinder head on which the engine valve is disposed so as to be openable and closable, and exerts power for shifting the transmission on the one side surface to which the valve control device of the crankcase is attached. A shift actuator is disposed, and the valve control device is disposed closer to the cylinder block than the shift actuator.

  The intake valve 44 and the exhaust valve 45 of the embodiment correspond to the engine valve of the present invention, the valve operating hydraulic control device 262 of the embodiment corresponds to the valve operating control device of the present invention, and the electromagnetic on-off valve 285 of the embodiment This corresponds to the driving means of the present invention.

  According to the first aspect of the present invention, since the valve operating control device is attached to one of the left and right sides of the crankcase, the engine can be downsized in the cylinder axial direction, and the upper end of the engine body The degree of freedom in arrangement of the parts to be arranged can be increased. In addition, the center of gravity of the engine can be lowered.

  According to the second aspect of the present invention, since the longitudinal direction of the drive means provided in the valve operating control device is along one side surface of the crankcase, the protrusion of the drive means from one side surface of the crankcase is suppressed, and the valve operating control is performed. The arrangement of the device can prevent the engine from becoming large in the width direction of the body frame.

  According to the third aspect of the present invention, since the valve operating control device is arranged around the generator cover, the valve operating control device can be arranged by effectively using the empty space around the generator cover. .

  According to the fourth aspect of the invention, since the valve control device is arranged behind the generator cover, the generator cover effectively suppresses muddy water or the like from the front on the valve control device. be able to.

  According to the fifth aspect of the present invention, it is possible to arrange the valve operating control device by effectively utilizing the space between the generator cover and the power take-out portion.

  According to the sixth aspect of the present invention, since the valve operating control device is disposed closer to the cylinder block than the shift actuator, the distance between the valve operating device and the valve operating control device can be shortened.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

  1 to 13 show an embodiment of the present invention. FIG. 1 is a left side view of a motorcycle, FIG. 2 is a left side view of a part of a body frame and a power unit, and FIG. FIG. 4 is a left side view of the power unit, FIG. 5 is a right side view of the power unit, and FIG. 6 is a sectional view taken along line 6-6 of FIG. 7 is a sectional view taken along line 7-7 in FIG. 6, FIG. 8 is a sectional view taken along line 8-8 in FIG. 4, FIG. 9 is a sectional view taken along line 9-9 in FIG. 11 is a longitudinal sectional view of the clutch device, FIG. 12 is a system diagram showing the configuration of the hydraulic system, and FIG. 13 is an enlarged sectional view taken along line 13-13 of FIG.

  First, in FIG. 1, a power unit P having, for example, a 4-cylinder V-type engine E is mounted on a body frame F of a motorcycle that is a vehicle, and a swing supported on the body frame F so as to be swingable up and down. The output of the engine E is transmitted to a rear wheel WR pivotally supported by the rear portion of the arm 15 via a drive shaft 16 extending in the front-rear direction. A part of the engine E and the vehicle body frame F are covered with a vehicle body cover 17, and the vehicle body cover 17 is attached to the vehicle body frame F.

  Referring also to FIG. 2, the vehicle body frame F extends from the head pipe 20 to a rear lower side, and a head pipe 20 that supports a front fork 18 and a steering handle 19 that pivotally support a front wheel WF. A pair of left and right main frames 21 ..., a pair of left and right pivot plates 22 ... connected to the rear part of the main frames 21 and extending downward, and a front end portion connected to the upper part of the pivot plates 22 ... The rear wheel WR is pivotally supported by the rear part of the swing arm 15 which has a pair of left and right seat rails 23. In addition, a link mechanism 24 is provided between one lower part of both pivot plates 22 and the front part of the swing arm 15, and a rear cushion is provided between the link member 25 constituting a part of the link mechanism 24 and the vehicle body frame F. A unit 26 is provided.

  The main frame 21 is integrally provided with an engine hanger 27 that hangs downward from an intermediate portion of the main frame 21. The engine body 33 of the engine E includes the engine hanger 27 and the pivot. Suspended and mounted on the plates 22. That is, the first and second engine support portions 28, 29,... Are integrally provided at the lowermost portion of the engine hanger 27, and the rear upper portion of the engine hanger 27, and the first and second engine support portions 28, 29,. The third and fourth engine support portions 30 ..., 31 ... are integrally provided, and the engine body 33 is supported by the engine support portions 28 ..., 29 ..., 30 ..., 31 ....

  Referring also to FIGS. 3 to 5, the engine body 33 of the engine E includes a front bank BF positioned in the front in a mounted state on the motorcycle, and a rear part positioned rearward of the front bank BF. A crankshaft 36 having an axis CC along the left-right direction of the motorcycle is rotatable in a crankcase 35 common to both banks BF and BR. It is supported by.

  The crankcase 35 is formed by combining an upper case half 35a and a lower case half 35b, and the front and rear banks BF and BR are formed integrally with the upper case half 35a so as to form a V shape. The axis CC of the crankshaft 36 is disposed on the coupling surface 37 of the upper case half 35a and the lower case half 35b.

  The front bank BF is coupled to the front cylinder block 38F integrally connected to the upper case half 35a of the crankcase 35, the front cylinder head 39F coupled to the front cylinder block 38F, and the front cylinder head 39F. The rear bank BR includes a rear cylinder block 38R integrally connected to the upper case half 35a of the crankcase 35, a rear cylinder head 39R coupled to the rear cylinder block 38R, and a rear cylinder. The rear head cover 40R is coupled to the head 39R, and an oil pan 41 is coupled to the lower portion of the crankcase 35.

  The front cylinder block 38F is formed with two cylinder bores 42 aligned in the direction along the axis CC of the crankshaft 36. The front cylinder block 38F is suspended from the body frame F of the engine body 33. The cylinder bores 42 are coupled to the crankcase 35 so that the axis CF of the cylinder bores 42 is inclined upward. Further, the rear cylinder block 38R is formed with two cylinder bores 42 aligned in the direction along the axis CC of the crankshaft 36, and the rear cylinder block 38R is suspended from the body frame F of the engine body 33. The cylinder bores 42 are coupled to the crankcase 35 so that the axis CR of the cylinder bores 42 is inclined rearwardly. Thus, pistons 43 are slidably fitted to both cylinder bores 42 of the front bank BF, and pistons 43 are slidably fitted to both cylinder bores 42 of the rear bank BR. The crankshaft 36 is connected in common.

  6 and 7, the front cylinder head 39F is provided with a pair of intake valves 44 for each cylinder bore 42, which are urged in the valve closing direction by valve springs 46 so as to be opened and closed. In addition, a pair of exhaust valves 45 are urged in a valve closing direction by valve springs 47 so as to be opened and closed, and these intake valves 44 and exhaust valves 45 are arranged on the front bank side. The valve is driven to open and close by a valve operating device 48F.

  The front bank side valve operating device 48F has a shaft parallel to the crankshaft 36 and is rotatably supported by the front cylinder head 39F, and is disposed above the intake valves 44. A valve lifter 51 that is interposed between a plurality of (four in this embodiment) intake side cams 50 and intake valves 44 provided on the camshaft 49 and is slidably fitted to the front cylinder head 39F. ... and a plurality of (four in this embodiment) exhaust-side cams 52 provided on the camshaft 49 at one end and rollers 53 ... which are in rolling contact with each other, and at the other end, a stem 45a of each exhaust valve 45 ... Are provided with rocker arms 55 that are screwed so that the forward and backward positions can be adjusted, and the rocker arms 55 are parallel to the camshaft 49. The swingably supported by the rocker shaft 56 fixedly disposed on the front cylinder head 39F have.

  8 and 9, a pair of intake valves 44 and a pair of exhaust valves 45 are urged in the rear cylinder head 39R by valve springs 280 and 281 in the valve closing direction for each cylinder bore 42, respectively. The intake valves 44... And the exhaust valves 45 are driven to open and close by the rear bank side valve operating device 48R.

  The rear bank side valve operating device 48R has an axis parallel to the crankshaft 36 and is rotatably supported by the rear cylinder head 39R and is disposed above the intake valves 44, A plurality of exhaust side camshafts 58 that are rotatably supported by the rear cylinder head 39R and have an axis parallel to the crankshaft 36 and disposed above the exhaust valves 45, and a plurality of intake side camshafts 57 are provided. (In this embodiment, four) intake side cams 59 and intake valves 44 are interposed between intake side valve lifters 60 slidably fitted to the rear cylinder head 39R, and exhaust side camshaft 58. Are provided between a plurality of (four in this embodiment) exhaust-side cams 61 and exhaust valves 45 and are slidable on the rear cylinder head 39R. An exhaust-side valve lifters 62 ... and to be fitted.

  In addition, the rear bank side valve operating device 48R includes an intake side valve operating mode changing mechanism 63 that can switch the operating mode of the two-cylinder intake valves 44 of the rear bank BR between an open / closed operating state and a closed valve closed state. Exhaust side valve lifter 62... Is provided in association with the side valve lifter 60... And the exhaust side valve lifter 62. It is attached in connection with.

  In FIG. 10, the intake side valve operation mode changing mechanism 63 forms a hydraulic chamber 66 between the pin holder 65 slidably fitted to the intake side valve lifter 60 and the inner surface of the intake side valve lifter 60 to form the pin holder 65. And a return spring provided between the slide pin 67 and the pin holder 65 by exerting a spring force that urges the slide pin 67 in a direction to reduce the volume of the hydraulic chamber 66. 68 and a stopper pin 69 that is engaged with the slide pin 67 and inserted through the pin holder 65 so as to prevent the slide pin 67 from rotating about the axis.

  An annular groove 71 is provided on the outer periphery of the pin holder 65, and has a bottomed sliding hole having an axis perpendicular to the axis of the intake valve lifter 60 and having one end opened to the annular groove 71 and the other end closed. 72 is provided on the pin holder 65. The pin holder 65 has an insertion hole 73 through which the tip of the stem 44 a of the intake valve 44 urged by the valve spring 280 in the valve closing direction is inserted, and an extension that sandwiches the sliding hole 72 between the insertion hole 73. A hole 74 is provided coaxially so as to be able to accommodate the tip of the stem 44a of the intake valve 44. A disc-shaped shim 75 that closes the end of the extension hole 74 on the closed end side of the intake side valve lifter 60 is fitted into the pin holder 65, and the protrusion 76 that contacts the shim 75 is the central part of the closed end inner surface of the intake side valve lifter 60. Are integrally provided.

  A slide pin 67 is slidably fitted in the slide hole 72 of the pin holder 65. A hydraulic chamber 66 communicating with the annular groove 71 is formed between one end of the slide pin 67 and the inner surface of the intake side valve lifter 60, and is formed between the other end of the slide pin 67 and the closed end of the slide hole 72. A return spring 68 is accommodated in the spring chamber 77.

  An accommodation hole 78 that can be coaxially connected to the insertion hole 73 and the extension hole 74 is provided in the intermediate portion in the axial direction of the slide pin 67 so as to accommodate the distal end portion of the stem 44a, and the insertion hole 78 side of the accommodation hole 78 is provided. This end is opened to a flat contact surface 79 formed on the lower outer surface of the slide pin 67 so as to face the insertion hole 73. Thus, the contact surface 79 is formed relatively long along the axial direction of the slide pin 67, and the accommodation hole 78 is opened at a portion of the contact surface 79 on the hydraulic chamber 66 side.

  Such a slide pin 67 balances the hydraulic pressure acting on one end side of the slide pin 67 by the hydraulic pressure of the hydraulic chamber 66 and the spring force acting on the other end side of the slide pin 67 by the return spring 68. When the hydraulic pressure in the hydraulic chamber 66 is low, the housing hole 78 is displaced from the axis of the insertion hole 73 and the extension hole 74 to contact the tip of the stem 44a. The tip of the stem 44a inserted through the insertion hole 73 is moved to the right side in FIG. The portion is moved to the left side of FIG. 10 so as to be accommodated in the accommodation hole 78 and the extension hole 74.

  Thus, when the slide pin 67 moves to a position where the accommodation hole 73 is coaxially connected to the insertion hole 73 and the extension hole 74, the intake side valve lifter 60 slides due to the pressing force acting from the intake side cam 59. In response to this, the pin holder 65 and the slide pin 67 also move to the intake valve 44 side together with the intake valve lifter 60. The pressure in the opening direction does not act on the intake valve 44 from 65, and the intake valve 44 remains at rest. Further, when the slide pin 67 moves to a position where the tip of the stem 44a comes into contact with the contact surface 79, a pin holder corresponding to the intake side valve lifter 60 sliding due to the pressing force acting from the intake side cam 59. Since the pressing force in the valve opening direction acts on the intake valve 44 as the 65 and the slide pin 67 move to the intake valve 44 side, the intake valve 44 opens and closes according to the rotation of the intake side cam 59.

  The cylinder head 28 is provided with a support hole 80 for fitting the intake side valve lifter 60 to slidably support the intake side valve lifter 60, and an annular recess is formed on the inner surface of the support hole 80. 81 are provided so as to surround the intake side valve lifters 60. The intake side valve lifters 60 are provided with the annular recesses 81 regardless of sliding in the support holes 80 of the intake side valve lifters 60. A plurality of communication holes 70 are provided to communicate with the annular grooves 71. Between the intake side valve lifters 60... And the rear cylinder head 39R, springs 82 are provided for urging the intake side valve lifters 60 in a direction to contact the intake side cams 59.

  The exhaust side valve operation mode change mechanism 64 built in the exhaust side valve lifters 62 is also configured in the same manner as the intake side valve operation mode change mechanism 63 described above, and closes the exhaust valve 45 when high pressure oil pressure is applied. It is possible to switch between a state in which the valve is stopped and a state in which the exhaust valves 45 are opened and closed when the acting hydraulic pressure is reduced.

  That is, the rear bank side valve operating device 48R is controlled by the intake side valve operation mode changing mechanism 63 ... and the exhaust side valve operation mode changing mechanism 64 ..., and the intake valves 44 ... and the exhaust valves 45 of the two cylinders in the rear bank BR. It is possible to switch between a state in which the... Is opened and closed and a state in which the intake valves 44 and exhaust valves 45 of the two cylinders in the rear bank BR are closed and stopped.

  As clearly shown in FIG. 2, an air cleaner 114 is fixedly disposed on the upper portion of the engine body 33 between the front bank BF and the rear bank BR, and the rear side wall of the cylinder head 39F in the front bank BF The front side wall of the cylinder head 39R in the rear bank BR is connected to the air cleaner 114 via a throttle body 115F... Individually corresponding to each cylinder in the bank BF, and the throttle body 115R individually corresponding to each cylinder in the rear bank BR. Are connected to an air cleaner 114, and fuel injection valves 116F, 116R,... Are attached to the throttle bodies 115F, 115R,. In addition, the air cleaner 114 is covered with fuel tanks 117 mounted on both main frames 21 of the vehicle body frame F.

  In FIG. 6 again, a generator 84 is connected to the left end portion of the crankshaft 36 when the engine body 33 is mounted on the vehicle body frame F, and the generator 84 is fixed to the crankshaft 36. Generator 85 including a crankcase 35 and a generator cover 87 coupled to the left side surface of the crankcase 35. The stator 86 is housed in a chamber 88 and is fixed to a generator cover 87.

  In addition, a gear 90 is connected to the rotor 85 via a one-way clutch 89 that enables power transmission to the rotor 85 side, and power from a starter motor (not shown) is transmitted to the gear 90. .

  On the other hand, a clutch cover 92 that forms a clutch chamber 91 with the crankcase 35 is coupled to the right side surface of the crankcase 35 when the engine main body 33 is mounted on the vehicle body frame F. Drive sprockets 93 and 94 are fixed to the crankshaft 36 in the chamber 91. One drive sprocket 93 is a part of the front bank side timing transmission mechanism 95 that transmits the rotational power of the crankshaft 36 at a reduction ratio of 1/2 to the camshaft 49 in the front bank side valve gear 48F. The front bank side timing transmission mechanism 95 includes a driven sprocket 93 and a driven sprocket provided at one end of the camshaft 49 (the right end when the power unit P is mounted on the vehicle body frame F). 96 and an endless cam chain 97 is wound around.

  The other drive sprocket 94 is a rear bank side timing transmission mechanism that transmits the rotational power of the crankshaft 36 to the intake side and exhaust side camshafts 57, 58 in the rear bank side valve operating device 48R at a reduction ratio of 1/2. 98, the rear bank side timing transmission mechanism 98 includes the drive sprocket 94 and one end of the intake side and exhaust side camshafts 57 and 58 (power unit as shown in FIG. 8). An endless cam chain 99 is wound around driven sprockets 282... Provided at the right end of the P mounted on the body frame F.

  Thus, the front cylinder block 38F and the front cylinder head 39F are formed with a cam chain chamber 100F for running the cam chain 97, and the rear cylinder block 38R and the rear cylinder head 39R run the cam chain 99. A cam chain chamber 100R is formed.

  The power transmission path between the crankshaft 36 and the rear wheel WR is the primary reduction gear 101, the clutch device 102, the transmission 103 (see FIG. 3) and the drive shaft 16 (see FIGS. 1 and 2) in order from the crankshaft 36 side. The primary reduction gear 101 and the clutch device 102 are accommodated in the clutch chamber 91, and the transmission 103 is accommodated in the crankcase 35.

  The transmission 103 is provided with a gear train of a plurality of shift stages that can be selectively established between first and second main shafts 105 and 106 arranged coaxially and a counter shaft 107 (see FIG. 3). It consists of The first and second main shafts 105 and 106 and the counter shaft 107 have an axis parallel to the crankshaft 36, and the power transmitted to the counter shaft 107 is cranked by the bevel gear mechanism 108 (see FIG. 3). The rotational power is converted into rotational power around an axis extending in the front-rear direction orthogonal to the shaft 36, and the rotational power is output from the power extraction unit 109 disposed behind the generator cover 87 and output from the power extraction unit 109. Power is transmitted to the rear wheel WR via the drive shaft 16 (see FIGS. 1 and 2).

  A shift actuator 110 having an electric motor 111 is attached to the left side surface of the crankcase 35 when the engine body 33 is mounted on the vehicle body frame F, as shown in FIG. The shift actuator 110 exerts power that causes the transmission 103 to perform a shift operation so as to selectively establish a gear train of a plurality of shift stages included in the transmission 103.

  In FIG. 11, the clutch device 102 has first and second clutches 124 and 125 provided between the transmission 103 and the crankshaft 36, and is configured in a twin manner. 124 is provided between the crankshaft 36 and one end of the first main shaft 105, and the second clutch 125 is provided between the crankshaft 36 and one end of the second main shaft 106. Thus, the power from the crankshaft 36 is input to the clutch outer 126 common to the first and second clutches 124 and 125 via the primary reduction gear 101 and the damper spring 127.

  The primary reduction gear 101 includes a drive gear 128 provided on the crankshaft 36 outside the drive sprocket 94, and a driven gear 129 that is rotatably supported by the first main shaft 105 and meshes with the drive gear 128. The driven gear 129 is connected to the clutch outer 126 via a damper spring 127.

  As shown in FIG. 5, a pulsar 268 is attached to the shaft end of the crankshaft 36 outside the primary reduction gear 101, and the rotation for detecting the rotational speed of the crankshaft 36 by detecting the pulsar 268 is provided. A number detector 269 is attached to the inner surface of the clutch cover 92. The clutch cover 92 is provided with an inspection hole 270 for inspecting the pulsar 268. The inspection hole 270 is provided in the clutch cover 92 eccentrically from the axis of the crankshaft 36 in order to reduce the diameter as much as possible. The inspection hole 270 is closed with a detachable lid member 271.

  The first clutch 124 is relatively rotated with respect to the clutch outer 126, the first clutch inner 131 that is coaxially surrounded by the clutch outer 126 and is coupled to the first main shaft 105 so as not to rotate relative to the clutch outer 126, and the clutch outer 126. A plurality of first friction plates 132 that are impossiblely engaged and a plurality of second friction plates that are engaged with the first clutch inner 131 so as not to be relatively rotatable and are alternately arranged with the first friction plates 132. .., A first pressure receiving plate 134 provided on the first clutch inner 131 opposite to the first and second friction plates 132, 133, which are arranged to overlap each other, and the first and second friction plates , 133... Are sandwiched between the first pressure receiving plate 134 and a first spring 136 that biases the first piston 135.

  An end wall member 138 that forms a first hydraulic chamber 137 that faces the back surface of the first piston 135 with the first piston 135 is fixedly disposed on the first clutch inner 131, and the first hydraulic chamber 137. The first piston 135 operates to clamp the first and second friction plates 132, 133,... Between the first pressure plate 134 and the first clutch 124 as a clutch outer. In this state, the power transmitted from the crankshaft 36 to 126 is transmitted to the first main shaft 105. In addition, a canceller chamber 139 is formed between the first clutch inner 131 and the first piston 135 so that the front surface of the first piston 135 faces, and the first spring 136 is on the side where the volume of the first hydraulic chamber 137 is reduced. It is accommodated in the canceller chamber 139 so as to exert a spring force.

  In addition, the canceller chamber 139 is provided in a first oil passage 140 provided coaxially with the second main shaft 106 in order to supply oil between the lubricating portions of the gear transmission mechanism 103 and the first and second main shafts 105 and 106. Communicated. Therefore, even if centrifugal force accompanying rotation acts on the oil in the first hydraulic chamber 137 in the reduced pressure state and a force that presses the first piston 135 is generated, the centrifugal force acts on the oil in the canceller chamber 139 as well. It is avoided that the first piston 135 undesirably moves to the side sandwiching the first and second friction plates 132... 133 between the first pressure receiving plate 134.

  The second clutch 125 is arranged so as to be aligned with the first clutch 124 in a direction along the axis of the second main shaft 106 so as to sandwich the first clutch 124 with the primary reduction gear 101. The clutch outer 126, a second clutch inner 141 that is coaxially surrounded by the clutch outer 126 and is coupled to the second main shaft 106 so as not to be relatively rotatable, and is engaged with the clutch outer 126 so as not to be relatively rotatable. A plurality of third friction plates 142 and a plurality of fourth friction plates 143 that are engaged with the second clutch inner 141 in a relatively non-rotatable manner and are alternately arranged with the third friction plates 142. The second and second friction plates 142, 143,. Includes third and fourth friction plates 142 ..., a second piston 145 which sandwich 143 ... to between the second pressure receiving plate 144, a second spring 146 which urges the second piston 145.

  An end wall member 148 that forms a second hydraulic chamber 147 facing the back surface of the second piston 145 with the second piston 145 is fixedly disposed on the second clutch inner 141, and the second hydraulic chamber 147. The second piston 145 operates to clamp the third and fourth friction plates 142, 143,... With the second pressure receiving plate 144 in response to the increase in hydraulic pressure. In this state, the power transmitted from the crankshaft 36 to 126 is transmitted to the second main shaft 106. A canceller chamber 149 is formed between the second clutch inner 141 and the second piston 145 so that the front surface of the second piston 145 faces. The second spring 146 reduces the volume of the second hydraulic chamber 147. It is accommodated in the canceller chamber 149 so as to exert a spring force.

  Moreover, the canceller chamber 149 communicates with the second oil passage 150. Therefore, even if a centrifugal force due to rotation acts on the oil in the second hydraulic chamber 147 in the decompressed state and a force pressing the second piston 145 occurs, the centrifugal force acts on the oil in the canceller chamber 149 as well. It is avoided that the second piston 145 undesirably moves to the side sandwiching the third and fourth friction plates 142, 143,... With the second pressure receiving plate 144.

  First, second, and third partition members 151, 152, and 153 are attached to the inner surface side of the clutch cover 92 that covers the first and second clutches 124 and 125 from the right side toward the front in the traveling direction of the motorcycle. Thus, a first cylinder member 155 is provided between the second main shaft 106 and the first partition member 151 so as to form a first oil passage 154 that communicates with the first hydraulic chamber 137 of the first clutch 124. An annular second oil passage 150 communicating with the canceller chamber 149 of the second clutch 125 is formed between the shaft 106 and the second partition member 152 between the first cylinder member 155 and the first cylinder member 155 coaxially. A surrounding second cylinder member 156 is provided, and an annular second oil passage 157 leading to the second hydraulic chamber 147 is provided between the second main shaft 106 and the third partition wall member 153 between the second cylinder member 156 and the second cylinder member 156. A third cylinder member 158 that is formed and coaxially surrounds the second cylinder member 156 is provided.

  Referring to FIG. 4, a water pump 208 is attached to the left side surface of the crankcase 35 below the generator cover 87, and the first and second oil pumps 209, 210 are installed in the crankcase 35. The scavenging pump 211 is accommodated coaxially with the water pump 208, and the first and second oil pumps 209, 210 and the scavenging pump 211 rotate together with the water pump 208. Thus, the rotational power from the driven gear 129 of the primary reduction gear 101 is transmitted to the water pump 208, the first and second oil pumps 209 and 210, and the scavenging pump 211 via the endless chain 212. As shown in FIG. 11, a drive sprocket 213 engaged with the driven gear 129 so as not to rotate relative to the driven gear 129 is rotatably supported by the first main shaft 105, and the water pump 208, first and first 2 The chain 212 is wound around a driven sprocket 214 commonly connected to the oil pumps 209 and 210 and the scavenging pump 211 and the drive sprocket 213.

  In FIG. 12, the first oil pump 209 switches between connection and disconnection of the first and second clutches 124 and 125 in the clutch device 102, and the intake side valve operation mode changing mechanism 63 and the exhaust side in the rear bank side valve operating device 48R. The hydraulic pressure for switching the valve operating mode changing mechanism 64 is discharged, and the oil pumped up from the oil pan 41 and discharged from the first oil pump 209 is the clutch device 102 and the rear bank side valve operating device 48R. Is supplied to a common oil passage 215 common to the two. A relief valve 217 is connected to the common oil passage 215 and a first oil filter 216 is interposed. The oil purified by the first oil filter 216 flows into the first and second branch oil passages 218 and 219 branched into two from the common oil passage 215, and the first branch oil passage 218 passes through the clutch device 102. The second branch oil passage 219 is connected to the clutch hydraulic pressure control device 220 for switching between connection and disconnection of the intake side valve operating mode changing mechanism 63 and the exhaust side valve operating mode changing mechanism 64 in the rear bank side valve operating device 48R. It is connected to a pair of valve operating hydraulic control devices 262 and 262 that perform switching operation, and a pressure reducing valve 222 is interposed in the second branch oil passage 219. The valve operating hydraulic control devices 262 individually correspond to the two cylinders in the rear bank BR, and one valve operating hydraulic control device 262 changes the intake side and exhaust side valve operation modes in one of the two cylinders. The other valve operating hydraulic pressure control device 262 controls the hydraulic pressure of the intake side and exhaust side valve operation mode changing mechanisms 63 and 64 in the other cylinder.

  The second oil pump 210 is for supplying lubricating oil to each lubricating part of the engine E, and the oil pumped up from the oil pan 41 and discharged from the second oil pump 210 passes through the oil passage 223. A relief valve 224 is connected to the second oil filter 225 and in the middle of the oil passage 223. The oil purified by the second oil filter 225 is guided to an oil passage 228 provided with an oil cooler 226, and a pressure sensor 227 is connected to the oil passage 228.

  The oil from the oil passage 228 includes a plurality of lubricating portions 229 around the first and second main shafts 105 and 106 in the transmission 103, a lubricating portion 230 around the counter shaft 107 in the transmission 103, and a plurality of portions in the engine body 33. It is supplied to the lubrication unit 231. In addition, oil from the lubricating portion 229 around the first and second main shafts 105 and 106 is guided to the first oil passage 140 that communicates with the canceller chamber 139 in the first clutch 124. The oil from the lubrication part 231 is supplied to the second oil passage 150 leading to the canceller chamber 149 in the second clutch 125 through the throttle 232, and is used to quickly supply oil to the canceller chamber 149. An electromagnetic on-off valve 233 is connected in parallel to the throttle 232.

  The clutch hydraulic pressure control device 220 includes a first electromagnetic control valve 235 that switches the action and release of the hydraulic pressure to the first hydraulic chamber 137 in the first clutch 124, and the hydraulic action to the second hydraulic chamber 147 in the second clutch 125. A second electromagnetic control valve 236 that switches release, and is disposed on the right side of the front cylinder block 38F and attached to the outer surface of the clutch cover 92.

  The clutch cover 92 includes an oil passage 237 connecting the first oil passage 154 communicating with the first hydraulic chamber 137 of the first clutch 124 and the first electromagnetic control valve 235, and a second hydraulic chamber 147 of the second clutch 125. A second oil passage 157 that communicates with an oil passage 238 that connects the second electromagnetic control valve 236 is provided.

  In FIG. 13, the valve operating hydraulic pressure control device 262 includes a spool valve 284 and an electromagnetic opening / closing valve 285 as a driving means attached to the spool valve 284.

  The spool valve 284 includes a valve housing 286 having an inlet port 288 and an outlet port 289, and a spool valve body 287 slidably fitted to the valve housing 286.

  The valve housing 286 has a bottomed sliding hole 290 that closes one end and opens the other end, and a cap 291 that closes the other end opening of the sliding hole 290 is fitted into the valve housing 286. Is done. The spool valve body 287 is slidably fitted into the sliding hole 290, and a spring chamber 292 is formed between the spool valve body 287 and one end closed portion of the sliding hole 290, A pilot chamber 293 is formed between the other end of the spool valve body 287 and the cap 291. The spring chamber 292 houses a spring 294 that biases the spool valve body 287 toward the side where the volume of the pilot chamber 293 is reduced.

  The inlet port 288 and the outlet port 289 are provided in the valve housing 286 so as to open on the inner surface of the sliding hole 290 at positions spaced sequentially from one end along the axis of the sliding hole 290 toward the other end side. The spool valve body 287 is provided with an annular recess 295 capable of communicating between the inlet port 288 and the outlet port 2289. Thus, as shown in FIG. 13, when the spool valve body 287 is moved to a position where the volume of the pilot chamber 293 is minimized, the spool valve body 287 is in a state of blocking between the inlet port 288 and the outlet port 289. is there.

  An oil filter 296 is attached to the inlet port 288, and an orifice hole 297 communicating with the inlet port 288 and the outlet port 289 is formed in the valve housing 286. Therefore, even if the spool valve body 287 is in a position where the inlet port 288 and the outlet port 289 are blocked as shown in FIG. 13, the inlet port 288 and the outlet port 289 are communicated with each other via the orifice hole 297. The hydraulic oil supplied to the port 288 is throttled by the orifice hole 297 and flows to the outlet port 289 side.

  The valve housing 286 is provided with a release port 298 that communicates with the outlet port 289 through the annular recess 295 only when the spool valve body 287 is in a position where the inlet port 288 and the outlet port 289 are blocked.

  The valve housing 286 is provided with a passage 299 that always communicates with the inlet port 288, and this passage 299 is connected to the connection hole 300 formed in the valve housing 286 through the pilot chamber 293 via the electromagnetic opening / closing valve 285. Connected. Therefore, when the electromagnetic on-off valve 285 is opened, the hydraulic pressure is supplied to the pilot chamber 293, and the spool valve body 287 increases the volume of the pilot chamber 293 by the hydraulic pressure of the hydraulic pressure introduced into the pilot chamber 293. By being driven, the inlet port 288 and the outlet port 289 are communicated with each other via the annular recess 295 of the spool valve body 287 and the outlet port 289 and the release port 287 are blocked.

  The valve housings 286 in the valve operating hydraulic control devices 262, 262 exhibit one side of either the left or right side of the crankcase 35, in this embodiment, the left side of the crankcase 35, that is, the power for operating the transmission 103 to change speed. The release port 298 is opened to a space in the crankcase 35. The release port 298 is attached to the side surface on the side where the shift actuator 110 is disposed. Thus, the shift actuator 110 and the valve operating hydraulic control devices 262 and 262 are arranged at positions that do not overlap the main frame 21 in a side view of the vehicle, and the valve operating hydraulic control devices 262 and 262 are shift actuators. It is arranged closer to the cylinder block 38R of the rear bank BR than 110. The valve operating hydraulic control devices 262 and 262 are disposed closer to the vehicle body center than the shift actuator 110 in the vehicle width direction.

  On the other hand, the oil discharged from the first oil pump 209 and purified by the first oil filter 216 constitutes a part of the second branch oil passage 219 and has a passage 265 provided in the crankcase 35 (see FIG. 3). The inlet port 288 communicates with the passage 265, and the outlet port 289 communicates with the annular recesses 81 of the intake side and exhaust side operation mode changing mechanisms 63, 64, and so on. The passages 266 and 267 (see FIGS. 3 and 10) provided in the cylinder block 38R and the rear cylinder head 39R communicate with each other.

  Thus, when the electromagnetic on-off valve 285 of the valve operating hydraulic control device 262 is opened, the inlet port 288 and the outlet port 289 communicate with each other, so that the intake side and exhaust side valve operation mode changing mechanisms 63. High pressure oil pressure acts on the chambers 66, and the intake side and exhaust valve operation mode change mechanisms 63, 64, ... operate so as to close the intake valves 44, exhaust valves 45, etc. In a state where the electromagnetic opening / closing valve 285 of the device 262 is closed, the inlet port 288 and the outlet port 2289 are blocked, and the outlet port 289 communicates with the release port 287, whereby the hydraulic pressure in the hydraulic chamber 66 is released, and the intake air The slide pins 65 of the side and exhaust side valve operation mode changing mechanisms 63, 64, etc. are moved to positions where the intake valves 44 ... and the exhaust valves 45 are opened / closed.

  The valve operating hydraulic control devices 262 are arranged in the vertical direction along the left side surface of the crankcase 35 with the longitudinal direction of the electromagnetic on-off valves 285 as drive means included in the 262. Mounted on the left side.

  In addition, as shown in FIG. 3, the valve operating hydraulic control devices 262... Are arranged around the generator cover 87, and in particular in this embodiment, are arranged behind the generator cover 87.

  Further, behind the generator cover 87, a power take-out unit 109 for outputting the output of the transmission 103 in the power unit P to the rear wheel WR side is disposed. The valve operating hydraulic control device 262. It is arranged between the generator cover 87 and the power take-out part 109.

  Further, the left side surface of the crankcase 35 is provided with a shift actuator 110 that exerts power for shifting the transmission 103. The valve operating hydraulic control device 262. It is arranged near the block 38R.

  Next, the operation of this embodiment will be described. The rear bank side valve operating device 48R for opening and closing the intake valves 44 and the exhaust valves 45 in the rear bank BR includes an intake side valve operation mode changing mechanism 63 and an exhaust side valve. The state of opening and closing the intake valves 44 and exhaust valves 45 of the two cylinders in the rear bank BR by the operation control of the operation mode changing mechanism 64 and the intake valves 44 and exhaust valves of the two cylinders in the rear bank BR It is possible to switch between a state in which 45... Is closed and a cylinder is deactivated, and the valve operating hydraulic pressure that controls the switching operation of the intake side valve operation mode change mechanism 63... And the exhaust side valve operation mode change mechanism 64. Since the control devices 262 and 262 are attached to one of the left and right sides of the crankcase 35, in this embodiment, the left side surface, The engine E can be reduced in size in the direction along the axis CR of the cylinder bores 42 in the rear bank BR, and the degree of freedom in arrangement of the components arranged at the upper end of the engine body 33 can be increased. Can do. Further, the center of gravity of the engine E can be lowered.

  Further, since the longitudinal direction of the electromagnetic on-off valves 285 provided in the valve operating hydraulic control devices 262 is along the left side surface of the crankcase 35, the electromagnetic on-off valves 285 ... project from the left side surface of the crankcase 35. It is possible to prevent the engine E from becoming larger in the width direction of the vehicle body frame F by arranging the valve operating hydraulic control devices 262. A generator cover 87 covering the generator 84 is attached to the left side surface of the crankcase 35. Since the valve operating hydraulic control devices 262 are disposed around the generator cover 87, the generator cover 87 is It is possible to arrange the valve operating hydraulic control devices 262.

  In addition, since the valve operating hydraulic control devices 262 are disposed behind the generator cover 87, the generator cover 87 effectively suppresses muddy water or the like from the front from being applied to the valve operating hydraulic control devices 262. be able to.

  A power take-out unit 109 that outputs the output of the transmission 103 accommodated in the crankcase 35 to the rear wheel WR side is disposed behind the generator cover 87. Since the valve operating hydraulic control devices 262 are arranged between them, the valve operating hydraulic control devices 262... Can be arranged by effectively utilizing the space between the generator cover 87 and the power take-out unit 109.

  Further, a shift actuator 110 that exerts power for shifting the transmission 103 is disposed on the left side surface of the crankcase 35, and the valve operating hydraulic control device 262 is closer to the rear cylinder block 38R than the shift actuator 110. Therefore, the distance between the rear bank side valve operating device 48R and the valve operating hydraulic control device 262... Can be shortened, and the passage connecting the valve operating hydraulic control device 262. The distances 266 and 267 can be shortened.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

  For example, although the case where the present invention is applied to a motorcycle power unit has been described in the above embodiment, the present invention can also be applied to a vehicle power unit other than a motorcycle.

1 is a left side view of a motorcycle. It is a left view of a part of body frame and a power unit. It is the top view which looked at a part of body frame and a power unit from the 2-2 arrow direction of FIG. It is a left view of a power unit. It is a right view of a power unit. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. 6. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 4. FIG. 9 is a cross-sectional view taken along line 9-9 in FIG. 8. It is an enlarged vertical sectional view of the intake side valve operation mode changing mechanism. It is a longitudinal cross-sectional view of a clutch apparatus. It is a systematic diagram which shows the structure of a hydraulic system. It is a 13-13 line expanded sectional view of Drawing 4.

Explanation of symbols

33 ... Engine body 35 ... Crank case 36 ... Crankshaft 38R ... Cylinder block 39 ... Cylinder head 44 ... Intake valve 45 as engine valve ... Exhaust valve as engine valve 48R ... Valve operating device 84 ... Generator 87 ... Generator cover 103 ... Transmission 109 ... Power take-out unit 110 ... Shift actuator 262 ... Valve actuator Valve hydraulic control device 285 ... Electromagnetic on-off valve E as drive means ... Engine F ... Body frame P ... Power unit WR ... Rear wheel

Claims (6)

  The engine of the engine (E) having the valve operating device (48R) capable of changing the operation mode of the engine valves (44, 45) and the valve operating control device (262) for controlling the operation of the valve operating device (48R). A main body (33) is mounted on the body frame (F), and a crankshaft (36) having an axis extending in the width direction of the body frame (F) is rotatably supported to constitute a part of the engine body (33). In the vehicle power unit in which the transmission (103) is housed in the crankcase (35), the valve control device (262) is attached to one of the left and right sides of the crankcase (35). A vehicle power unit.   The valve control device (262) is arranged in the crankcase (35) so that the longitudinal direction of the drive means (285) provided in the valve control device (262) is along the one side surface of the crankcase (35). The vehicle power unit according to claim 1, wherein the vehicle power unit is attached to the one side surface of the vehicle.   A generator cover (87) covering a generator (84) coaxially connected to the crankshaft (36) is attached to the one side surface of the crankcase (35), and the valve control device (262) is The power unit for a vehicle according to claim 1 or 2, wherein the power unit is arranged around the generator cover (87).   4. The vehicle power unit according to claim 3, wherein the valve operating control device (262) is arranged behind the generator cover (87).   A generator cover (87), and a power take-out section (109) disposed at the rear of the generator cover (87) so as to output the output of the transmission (103) to the rear wheel (WR) side. The vehicle power unit according to claim 4, wherein the valve control device (262) is arranged between the two.   The engine body (33) is coupled to the crankcase (35), a cylinder block (38R) coupled to an upper portion of the crankcase (35), and an upper portion of the cylinder block (38R). A cylinder head (39R) in which valves (44, 45) are arranged to be openable and closable, and the transmission on the one side surface to which the valve control device (262) of the crankcase (35) is attached. A shift actuator (110) that exerts power for shifting the speed of (103) is disposed, and the valve control device (262) is disposed closer to the cylinder block (38R) than the shift actuator (110). The vehicle power unit according to claim 1.

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