JP2010196638A - Power unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To arrange mutually independent oil coolers for an oil system for an internal combustion engine and an oil system for a transmission by simplifying piping structures while keeping influence on other components at the minimum, in a power unit including an internal combustion engine having a crankcase as a part of structure elements, and a transmission built in the crankcase, and provided with an oil system for the internal combustion engine circulating oil for lubricating each part of the internal combustion engine and an oil system for the transmission circulating at least oil for controlling operation of the transmission. <P>SOLUTION: Oil in the oil system 247 for the internal combustion engine and in the oil system 206 for the transmission is cooled by the mutually independent oil coolers 245, 211 respectively. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention includes an internal combustion engine having a crankcase as a component and a transmission built in the crankcase, and an oil system for an internal combustion engine that circulates oil for lubricating each part of the internal combustion engine And a power unit provided with at least a transmission oil system for circulating oil for controlling the operation of the transmission.

  Patent Document 1 discloses that oil that lubricates each part of an internal combustion engine is cooled by an oil cooler in a radiator. Similarly, an oil cooler in a radiator is used as an oil for controlling the operation of a transmission. A device that is cooled by the above method is known from Patent Document 2.

Japanese Utility Model Publication No. 60-19950 Japanese Patent Application Laid-Open No. 2004-339989

  By the way, when the internal combustion engine oil system for circulating oil for lubricating each part of the internal combustion engine and at least the transmission oil system for circulating oil for controlling the operation of the transmission are mutually independent, If the oil cooler is concentrated in a single part such as the radiator disclosed in Patent Documents 1 and 2, it is considered that the capacity of the radiator is affected thereby, and the piping is concentrated in a single part. Doing so may lead to a complicated piping path.

  The present invention has been made in view of such circumstances. An oil cooler for an internal combustion engine oil system and a transmission oil system, which are independent of each other, has the effect of minimizing the influence on other components and has a piping structure. It is an object of the present invention to provide a power unit that can be arranged in a simplified manner.

  In order to achieve the above object, the present invention comprises an internal combustion engine having a crankcase as a component and a transmission built in the crankcase, and an oil for lubricating each part of the internal combustion engine In a power unit provided with an oil system for an internal combustion engine that circulates the oil and at least an oil system for the transmission that circulates oil for controlling the operation of the transmission, the oil system for the internal combustion engine and the oil system for the transmission The first feature is that the oils are cooled by oil coolers independent of each other.

  In addition to the configuration of the first feature of the present invention, one of the oil coolers is built in a radiator and configured to be water-cooled, and the other oil cooler is disposed separately from the radiator. The second feature is that it is fixed to the internal combustion engine.

  In addition to the configuration of the first feature, the present invention has a third feature that one of the oil coolers is configured as a water-cooled type and the other oil cooler is configured as an air-cooled type.

  According to the present invention, in addition to the configuration of the third feature, a water-cooled oil cooler that is separate from a radiator disposed in front of an internal combustion engine mounted on a motorcycle is provided by the radiator of the internal combustion engine. A fourth feature is that an air-cooled oil cooler is disposed in the periphery of the radiator.

  Furthermore, in addition to any one of the configurations of the first to fourth features, the present invention provides the oil cooler in which the two oil coolers are separately arranged above and below a motorcycle, and the oil cooler disposed above the oil cooler includes the internal combustion engine. An oil pump disposed in the internal combustion engine is connected to the oil system for the transmission and the oil system for the transmission separately and located above the crankcase in a side view among the independent oil pumps. The oil cooler disposed below is connected to an oil pump disposed in the internal combustion engine so as to be positioned below the crankcase in a side view of the two oil pumps. Features.

  The continuously variable transmission 91 of the embodiment corresponds to the transmission of the present invention.

  According to the first feature of the present invention, both oil coolers individually corresponding to the oil system for the internal combustion engine and the oil system for the transmission can be separated from each other and disposed in each part of the power unit. Compared to the case where both oil coolers are built in, the influence on other parts can be reduced, and the piping path can be simplified by the distributed arrangement of the oil coolers.

  According to the second feature of the present invention, one of the oil-cooled oil coolers is built in the radiator, and the other oil cooler is arranged separately from the radiator and fixed to the internal combustion engine. When arranging the cooler, it is sufficient to secure a space for arranging the radiator and a space for arranging a single oil cooler, and minimize the space for arranging both oil coolers while suppressing an increase in the number of parts. Limit.

  According to the third aspect of the present invention, the temperature of the cooling water for cooling the internal combustion engine is heat exchanged in the oil cooler by making one oil cooler water-cooled and the other oil cooler air-cooled. As a result, the capacity of the radiator can be suppressed, and the capacity of the radiator can be reduced to reduce the size, and the number of pipes for sending the cooling water can also be reduced.

  According to the fourth aspect of the present invention, the water-cooled oil cooler is disposed in the crankcase disposed below the radiator, and the air-cooled oil cooler is disposed around the radiator. In a motorcycle in which it is particularly difficult to secure a space for placement, a water-cooled and air-cooled oil cooler is centrally arranged around the radiator, so that the motorcycle can be downsized by improving the placement efficiency.

  Further, according to the fifth aspect of the present invention, the two oil coolers are arranged separately in the upper and lower directions, and are arranged in the internal combustion engine so as to be positioned above the crankcase in a side view among the independent oil pumps. The oil pump connected to the upper oil cooler is connected to the lower oil cooler. In addition, the piping between the oil pump and the oil cooler can be dispersed vertically to avoid complication due to concentration.

1 is a left side view of a motorcycle according to a first embodiment. It is a left view of a power unit. It is a right view of a power unit. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 of FIG. It is sectional drawing which cut | disconnects and shows a crankcase and the cover member couple | bonded with this crankcase by the same cut surface as FIG. FIG. 7 is an enlarged cross-sectional view taken along line 7-7 in FIG. FIG. 8 is an enlarged sectional view taken along line 8-8 in FIG. 2. FIG. 9 is an enlarged view of a portion indicated by an arrow 9 in FIG. 7. FIG. 10 is an enlarged view of a portion indicated by an arrow 10 in FIG. 7. FIG. 11 is an enlarged view of a portion indicated by an arrow 11 in FIG. 7. It is the figure which looked at the crankcase and the left cover member from the 12-12 line arrow direction of FIG. It is the figure which looked at the oil pan from the 13-13 arrow direction of FIG. It is the rear view which looked at the power unit from back. It is a systematic diagram which shows a part of oil system for transmissions. It is a vertical side view which expands and shows the water pump and 1st oil pump vicinity of FIG. FIG. 17 is a cross-sectional view taken along line 17-17 in FIG. 16. FIG. 18 is a cross-sectional view taken along line 18-18 in FIG. 16. FIG. 19 is a cross-sectional view taken along line 19-19 in FIG. 2. It is the perspective view which looked at the front part of a body frame and a power unit from the front. Fig. 6 is a left side view of the motorcycle according to the second embodiment. Fig. 6 is a left side view of the motorcycle according to the third embodiment.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. In the following description of the embodiments, “front and rear” and “left and right” refer to directions in the traveling direction of the motorcycle.

  A first embodiment of the present invention will be described with reference to FIGS. 1 to 20. First, in FIG. 1, a vehicle body frame F of a motorcycle, which is a vehicle, operates a front fork 15 that pivotally supports a front wheel WF at a lower end portion. A head pipe 16 that supports the head pipe 16, a main frame 17 that has a drooping portion 17 a that extends rearward and extends downward from the head pipe 16, and an inclined portion 18 a that inclines rearwardly downward from the head pipe 16. And a pair of left and right down frames 18 disposed below the main frame 17 with a horizontal portion 18b extending rearward from the rear portion of the inclined portion 18a, and the rear ends of the horizontal portions 18b of both the down frames 18 ... And a pivot plate 19 that interconnects the lower ends of the hanging parts 17a of the main frame 17, and the main frame 17 Provided from the top of the hanging portion 17a of the arm 17 a pair of left and right seat rails 20 ... and extending rearward, a pair of right and left coupling frames 21 ... and connecting between the pivot plates 19 and both the seat rails 20 ... intermediate portion of.

  A steering handle 22 is connected to the upper end of the front fork 15, an occupant seat 23 is provided on the seat rail 20, and a fuel tank 24 straddling the main frame 17 in front of the occupant seat 23 is provided. Attached to the main frame 17.

  In a portion surrounded by the main frame 17 and the down frame 18, an in-line four-cylinder internal combustion engine E supported by the down frame 18 and the pivot plate 19, and the power of the internal combustion engine E are shifted and decelerated. Most of the power unit P including the power transmission device T that transmits to the rear wheel WR is disposed.

  Further, the pivot plate 19 is supported at its rear end by a swing arm 25 that pivotally supports the rear wheel WR at its rear end so as to be swingable via a support shaft 26, and the seat rail 20 and the swing. A rear cushion unit 27 is provided between the arms 25.

  Between the output shaft 28 of the power unit P and the axle 29 of the rear wheel WR, a drive sprocket 30 provided on the output shaft 28, a driven sprocket 31 fixed to the axle 29, a drive sprocket 30 and a driven sprocket. A chain transmission means 33 comprising an endless chain 32 wound around 31 is provided.

  2 and 3, the internal combustion engine E includes a crankcase 36, a cylinder block 37 coupled to the top of the crankcase 36, a cylinder head 38 coupled to the upper end of the cylinder block 37, and the cylinder head. A head cover 39 coupled to 38, and an oil pan 40 coupled to the lower portion of the crankcase 36.

  The upstream ends of the intake pipes 41 connected to the rear side surface of the cylinder head 38 corresponding to the cylinders are connected to throttle bodies 43 to which fuel injection valves 42 are respectively attached, and upstream of the throttle bodies 43. The end is connected to an air cleaner 44 (see FIG. 1) disposed on the left side of the body frame F and above the rear portion of the power unit P. Further, as shown in FIG. 1, exhaust pipes 45... Connected to the front side surface of the cylinder head 38 corresponding to each cylinder extend rearward through the lower right side of the power unit, and the rear wheels WR The exhaust muffler 46 is connected to the right side.

  The crankcase 36 is formed by joining an upper case half 48 and a lower case half 49 to each other by a split surface 47 inclined upward, and has an axis along the vehicle width direction, that is, the width direction of the motorcycle. A crankshaft 50 having the upper case half 48 and the lower case half 49 is rotatably supported.

  Referring also to FIG. 4, the cylinder block 37 is coupled to the upper case half 48 of the crankcase 36 so as to incline forward toward the front in the traveling direction of the motorcycle. The cylinder block 37 is provided with four cylinder bores 51 aligned in a direction along the axis of the crankshaft 50, and pistons 52 that are slidably fitted to the cylinder bores 51 are cranks provided in the crankshaft 50. It connects with the pin 50a ... via the connecting rod 53 ....

  The crankcase 36 is provided with six first to sixth journal walls 54 to 59 that are spaced from each other in the direction along the axis of the crankshaft 50 from the left side to the right side when mounted on the motorcycle. The crankshaft 50 is rotatably supported by the first to sixth journal walls 54 to 59.

  A rotor 60 is fixed to the left side wall of the crankcase 36, that is, the end of the crankshaft 50 that protrudes outward from the first journal wall 54, and the stator 61 that constitutes the generator 62 together with the rotor 60 generates power. The generator 62 is attached to the left side wall of the crankcase 36 so as to cover the machine 62.

  Referring also to FIG. 5, a starter motor 64 disposed in the generator cover 63 has a rotation axis parallel to the crankshaft 50 in the crankcase 36 above the split surface 47. Power is transmitted from the gear 66 side between the gear 66 to which power is transmitted from the starting motor 64 via the reduction gear mechanism 65 and the rotor 60 of the generator 62. An enabled one-way clutch 67 (see FIG. 4) is interposed.

  As clearly shown in FIG. 4, a pulsar 68 is fixed to the right side wall of the crankcase 36, that is, the end of the crankshaft 50 protruding from the sixth journal wall 59, and covers the pulsar 68 to the crankcase 36. A rotation speed sensor 70 is attached inside the pulsar cover 69 to be coupled so as to face the outer periphery of the pulsar 68.

  The third and fourth journal walls 56 and 57 are arranged close to each other without sandwiching the cylinder bore 51 therebetween, and are portions corresponding to the third and fourth journal walls 56 and 57. A chain chamber 73 is formed in the cylinder block 37 and the cylinder head 38.

  The cylinder head 38 is provided with a pair of intake valves 74 for each cylinder and a pair of exhaust valves 75 for each cylinder so that they can be opened and closed while being urged by a spring in the valve closing direction. Further, in the valve operating chamber 76 formed between the cylinder head 38 and the head cover 39, an intake side camshaft 77 disposed in parallel with the crankshaft 50 corresponding to each intake valve 74, and each exhaust valve 75 ... Corresponding to the crankshaft 50 is accommodated to open and close the intake valves 74 and the exhaust valves 75.

  Thus, the rotational power from the crankshaft 50 is transmitted to the intake side camshaft 77 and the exhaust side camshaft 78 by the timing transmission means 80 at a reduction ratio of 1/2. The means 80 includes a drive sprocket 81 provided on the crankshaft 50 between the third and fourth journal walls 56, 57, and the intake side camshaft 77 and the exhaust side camshaft 78 at positions corresponding to the drive sprocket 81. Driven sprockets 82 and 83, and an endless timing chain 84 wound around the driven sprocket 81 and the two driven sprockets 82 and 83 so as to be able to travel in the chain chamber 73. .

  Referring also to FIG. 6, the crankcase 36 has a front half 36a provided with first to sixth journal walls 54-59, a right end portion flush with a right end portion of the front half portion 36a, and a left end. A rear half part 36b whose width is narrower than that of the front half part 36a in the direction along the axis of the crankshaft 50 with the part being inward of the left end part of the front half part 36a. The left cover member 85 is coupled to the first right cover member 86 from the right side. A second right cover member 87 is coupled to the first right cover member 86 from the right side, and a third right cover member 88 that covers the second right cover member 87 from the right outer side is a front half portion 36a and a rear half portion of the crankcase 36. 36b.

  A crank chamber 89 that accommodates most of the crankshaft 50 and communicates with the cylinder bores 51 is formed in the crankcase 36. The crankcase 36 and a left cover member 85 that is coupled to the crankcase 36, A transmission chamber 90 is formed by the first right cover member 86 and the second right cover member 87, and the crankcase 36 is disposed in the connecting portion of the front half portion 36 a and the rear half portion 36 b of the crankcase 36. In addition, a partition wall portion 36c and a left wall portion 36d that separate the transmission chamber 90 are provided.

  In FIG. 7, a power transmission device T is accommodated in the transmission chamber 90. Thus, the power transmission device T includes a belt-type continuously variable transmission 91 capable of continuously variable transmission by hydraulic control, an input clutch 92 provided between the crankshaft 50 and the continuously variable transmission 91, and a rear wheel. In order to transmit power to the WR, an output shaft 28 projecting outward from the left cover member 85, a starting clutch 93 and a gear transmission mechanism 94 provided between the continuously variable transmission 91 and the output shaft 28 are provided.

  The continuously variable transmission 91 includes a drive pulley shaft 95 parallel to the crankshaft 50, a driven pulley shaft 96 disposed above the drive pulley shaft 95, and a drive pulley 97 provided on the drive pulley shaft 95. And a driven pulley 98 provided on the driven pulley shaft 96, a drive pulley 97 and an endless metal belt 99 wound around the driven pulley 98, and arranged behind the axis of the crankshaft 50. Is done.

  The drive pulley shaft 95 rotatably passes through the rear half 36b of the crankcase 36, the first right cover member 86 and the second right cover member 87, and the driven pulley shaft 96 is connected to the rear half of the crankcase 36. 36b and the first right cover member 86 are rotatably penetrated.

  A first oil pump 100 provided in the internal combustion engine E is connected to one end of the drive pulley shaft 95 so as to be disposed above the crankcase 36 in a side view. Incidentally, the outer wall of the transmission chamber 90 is composed of the rear half 36b of the crankcase 36, the left cover member 85, the first right cover member 86 and the second right cover member 87. The first oil pump 100 is provided on an upper portion of the left cover member 85 that is a wall portion on one end side.

  In FIG. 8, the first oil pump 100 is a trochoid pump, and the pump case 101 includes a left cover member 85, a flat first case member 102 that contacts the inner surface of the left cover member 85, A first pump chamber 104 is formed between the first case member 102 and a bowl-shaped second case member 103 that sandwiches the first case member 102 with the left cover member 85. The case members 102 and 103 are fastened to the left cover member 85 by joint fastening with a plurality of bolts 105.

  The drive pulley shaft 95 is rotatably supported by the left wall portion 36 d of the crankcase 36 and the second right cover member 87, and one end portion of the drive pulley shaft 95 that enters into the first pump chamber 104. The inner rotor 106 of the inner rotor 106 and the outer rotor 107 that are meshed with each other and housed in the first pump chamber 104 is coupled so as not to be relatively rotatable, and the other end of the drive pulley shaft 95 is connected to the third right cover. The member 88 is liquid-tightly inserted. Further, a needle bearing 108 is interposed between the one end of the drive pulley shaft 95 and the second case member 103 of the pump case 101 to suppress the vibration of one end of the pump drive shaft 95.

  A water pump 109 coaxial with the first oil pump 100 is disposed on the outer surface side of the left cover member 85 at a portion corresponding to the first oil pump 100. The pump case 110 of the water pump 109 is A third case member 111 that extends coaxially with the drive pulley shaft 95 and has a cylindrical support tube portion 111a that is partly liquid-tightly fitted into the left cover member 85, and the third case member 111 from the outside. The fourth case member 112 to be superposed and the fifth case member 113 sandwiching the fourth case member 112 between the third case member 111, the third, fourth and fifth case members 111, 112, 113 is fastened by a plurality of bolts 114..., And the third, fourth and fifth case members 111, 112, 113 are left together by a plurality of bolts 115. It is coupled to the bar member 85.

  The second pump chamber 116 formed in the pump case 110 houses an impeller 117 fixed to one end of the pump shaft 118. The pump shaft 118 is liquid-tight and rotatable in the support cylinder 111a. Inserted, one end of the drive pulley shaft 95 is connected to the other end of the pump shaft 118 coaxially and in a relatively non-rotatable manner.

  One end of the driven pulley shaft 96 is rotatably supported by the left cover member 85, and the other end of the driven pulley shaft 96 is rotatably supported by a first right cover member 86. To penetrate.

  Rotational power from the crankshaft 50 is transmitted to the drive pulley shaft 95 via the primary reduction gear mechanism 121 and the damper spring 122. The rotational power of the crankshaft 50 is reduced to reduce the drive pulley shaft 95. The primary reduction gear mechanism 121 that transmits to the side includes a primary drive gear 123 provided on the crankshaft 50 and a primary driven gear 124 that meshes with the primary drive gear 123. Thus, as clearly shown in FIG. 4, the primary drive gear 123 is disposed between the fifth and sixth journal walls 58 and 59 and is provided integrally with the crankshaft 50. On the other hand, a transmission member 125 having a cylindrical portion 125 a that coaxially surrounds the drive pulley shaft 95 is fixed to the drive pulley shaft 95 between the second and third right cover members 87, 88. The primary driven gear 124 is supported so as to be capable of relative rotation within a limited range, and a damper spring 122 is provided between the primary driven gear 124 and the transmission member 125. An annular seal member 126 is interposed between the cylindrical portion 125 a of the transmission member 125 and the second right cover member 87.

  In FIG. 9, an input clutch 92 is attached to the drive pulley shaft 95 between the first and second right cover members 86 and 87 in the transmission chamber 90, and the input clutch 92 is connected to the drive pulley shaft 95. The clutch outer 131, the clutch inner 132, the plurality of first drive friction plates 133 that are spline-fitted to the clutch outer 131, and the first drive friction plates 133 are alternately arranged. And the first driven friction plates 134 and the first driven friction plates 134 that are alternately overlapped with each other and spline-fitted to the clutch inner 132 are opposed to each other in one axial direction. In this way, the pressure receiving plate 135 fixed to the clutch outer 131 and the first driving friction plate 133 and the first driven friction plate 134 that alternately overlap with each other are shafts. It includes a pressure plate 136 that faces the direction the other, and a clutch spring 137 for biasing the side of separating the the pressurized plate 136 from the pressure receiving plate 135.

  The pressure plate 136 forms a first hydraulic chamber 138 between the pressure plate 136 and the clutch outer 131. The pressure plate 136 is slidably supported by the clutch outer 131. The clutch spring 137 is a spring receiver attached to the clutch outer 131. It is contracted between the member 139 and the pressure plate 136. The drive pulley shaft 95 is provided with a first oil hole 140 communicating with the first hydraulic chamber 138.

  In this input clutch 92, the pressure plate 136 moves forward toward the pressure plate 135 against the spring force of the clutch spring 137 due to the increase in the hydraulic pressure in the first hydraulic chamber 138, whereby the first drive friction plate 133. The dynamic friction plates 134 are sandwiched between the pressure plate 136 and the pressure receiving plate 135 to be in a clutch-on state in which power is transmitted from the drive pulley shaft 95 to the clutch inner 132, and as the hydraulic pressure in the first hydraulic chamber 138 decreases. The clutch is off.

  In FIG. 10, the drive pulley 97 has a drive-side fixed pulley half 141 integrally having a cylindrical tube shaft portion 141 a that coaxially surrounds the drive pulley shaft 95, and a relative rotation with respect to the drive-side fixed pulley half 141. And a drive-side movable pulley half 142 opposed to the drive-side fixed pulley half 141 and supported so as to be capable of sliding in the axial direction. The driven pulley 98 is supported by a driven-side fixed pulley half 143 provided integrally with the driven pulley shaft 96, and is supported by the driven pulley shaft 96 so as to be capable of sliding in the axial direction while preventing relative rotation. The driven-side movable pulley half 144 is opposed to the pulley half 143.

  The belt 99 is wound around the driving pulley 97 and the driven pulley 98, and the relative positions in the axial direction of the driving side and driven side movable pulley halves 142, 144 relative to the driving side and movable side fixed pulley halves 141, 143 are as follows. Is controlled by hydraulic pressure, and the wrapping radius of the belt 99 around the driving pulley 97 and the driven pulley 98 is changed, whereby the power transmission from the driving pulley shaft 95 to the driven pulley shaft 96 is steplessly changed. Become.

  The cylindrical shaft portion 141a provided integrally with the drive-side fixed pulley half 141 includes a pair of needle bearings 145 and 145 between the drive pulley shaft 95 and coaxially surrounds the drive pulley shaft 95. One end of the cylindrical shaft portion 141a passes through the left side wall of the rear half portion 36b of the crankcase 36 in a rotatable manner, and a ball bearing 146 is interposed between the cylindrical shaft portion 141a and the crankcase 36. The cylindrical shaft portion 141a passes through the first right cover member 86 in a rotatable manner, and is coupled to the clutch inner 132 of the input clutch 92 so as to be coaxial and non-rotatable. When the input clutch 92 is in a clutch-on state, the cylindrical shaft portion 141a, The driving-side fixed pulley half 141 rotates with the driving pulley shaft 95. A ball bearing 147 is interposed between the cylindrical shaft portion 141 a and the first right cover member 86.

  The driving-side movable pulley half 142 is disposed at a position opposite to the driving-side fixed pulley half 141 from the side opposite to the first right cover member 86, and coaxially surrounds the cylinder shaft portion 141a. A drive-side hydraulic drive mechanism 148 for integrally driving the drive-side movable pulley half 142 has a cylindrical first boss portion 142a that is coupled to the portion 141a so as to be relatively non-rotatable and axially movable. The driving-side movable pulley half 142 is disposed on the cylindrical shaft portion 141a on the opposite side of the driving-side fixed pulley half 141.

  The drive-side hydraulic drive mechanism 148 coaxially surrounds the first boss portion 142a and is integrally connected to the outer peripheral portion of the drive-side movable pulley half 142 and on the opposite side of the drive-side fixed pulley half 141. A second hydraulic chamber 149 is formed between the extending cylindrical case portion 142b and the drive-side movable pulley half 142 in fluid-tight contact with the inner periphery of the case portion 142b and the outer periphery of the first boss portion 142a. The ring-plate-shaped first end plate 150 and the driving-side movable pulley half 142 are fixed to the cylindrical shaft portion 141a on the opposite side of the driving-side fixed pulley half 141, and the leading end is connected to the first end plate 150. A fixed hook-shaped body 151 to be brought into contact with, and an inner peripheral portion of the fixed hook-shaped body 151 that is liquid-slidably contacted with the inner periphery of the fixed hook-shaped body 151 and fixed to the first boss portion 142a. In the meantime, the third hydraulic chamber 153 And a second end plate 152 to be formed.

  Thus, a second oil hole 154 communicating with the second and third hydraulic chambers 149 and 153 is provided in the cylindrical shaft portion 141a. An annular chamber 155 communicating with the second oil hole 154 is formed between the drive pulley shaft 95 and the cylindrical shaft portion 141a, and a pair of annular seal members 156 that seal both ends of the annular chamber 155 in the axial direction. 156 is mounted on the outer periphery of the drive pulley shaft 95 outside the needle bearings 145 and 145. Further, the drive pulley shaft 95 is provided with a plurality of third oil holes 157 leading to the annular chamber 155.

  Further, the drive-side movable pulley half 142 is movable on the drive side so as to increase the winding radius of the belt 99 around the drive pulley 97 with an oil pressure corresponding to the hydraulic pressure acting on the second and third hydraulic chambers 149 and 153. The pulley half 142 is biased toward the side close to the drive side fixed pulley half 141.

  The driven-side fixed pulley half 143 is provided integrally with the driven pulley shaft 96 at a position corresponding to the driving-side movable pulley half 142 in the driving pulley 97, and is along the axes of the driving pulley shaft 95 and the driven pulley shaft 96. The driving-side movable pulley half 142 and the driven-side fixed pulley half 143 are arranged so that they partially overlap each other when viewed from the direction, and the mutual interference between the driving-side movable pulley half 142 and the driven-side fixed pulley half 143 An escape recess 158 is provided on the outer periphery of the drive-side movable pulley half 142 to avoid the occurrence of the

  Paying attention to FIG. 7, the driven-side movable pulley half 144 is disposed at a position corresponding to the drive-side fixed pulley half 141 in the drive pulley 97, and the driven-side movable pulley half 144 is disposed at the inner peripheral portion of the driven-side movable pulley half 144. A second boss portion 144a that is integrally connected and extends on the opposite side of the driven-side fixed pulley half 143 and coaxially surrounds the driven pulley shaft 96 is coupled to the driven pulley shaft 96 so as not to be rotatable relative to the driven pulley shaft. Is done.

  Moreover, the driving-side fixed pulley half 141 and the driven-side movable pulley half 144 are arranged so that they partially overlap each other when viewed from the direction along the axis of the driving pulley shaft 95 and the driven pulley shaft 96, and the driving-side fixed pulley An escape recess 159 for avoiding mutual interference between the half body 141 and the driven-side movable pulley half 144 is provided on the outer periphery of the driven-side movable pulley half 144.

  Thus, a relief recess 158 is provided on the outer periphery of the drive side movable pulley half 142 to avoid the mutual interference between the drive side movable pulley half 142 and the driven side fixed pulley half 143. A relief recess 159 for avoiding mutual interference between the body 141 and the driven-side movable pulley half 144 is provided on the outer periphery of the driven-side movable pulley half 144 so that the drive pulley shaft 95 and the driven pulley shaft 96 are brought close to each other. Thus, the continuously variable transmission 91 can be configured compactly.

  A driven-side hydraulic drive mechanism 160 for slidingly driving the driven-side movable pulley half 144 is disposed on the driven pulley shaft 96 on the opposite side of the driven-side fixed pulley half 143 with respect to the driven-side movable pulley half 144. The driven-side hydraulic drive mechanism 160 is coaxially surrounded by the second boss 144a and has one end fixed to the outer periphery of the driven-side movable pulley half 144 and a driven-side fixed pulley half 143. A fourth hydraulic chamber 162 is formed between the cylindrical case member 161 extending in the opposite direction to the inner periphery of the case member 161 and the inner periphery of the case member 161 in liquid-tight sliding contact with the driven-side movable pulley half 144. An end wall member 163 that is fixed to the driven pulley shaft 96 and a coil that is contracted between the driven-side movable pulley half 144 and the end wall member 163 to prevent the belt 99 from loosening when the internal combustion engine E is stopped. And a Rubane 164.

  Thus, a fourth oil hole 165 communicating with the fourth hydraulic chamber 162 is provided in the driven pulley shaft 96, and the driven-side movable pulley half 144 is moved by an oil pressure corresponding to the hydraulic pressure acting on the fourth hydraulic chamber 162. The driven-side movable pulley half 144 is biased toward the side close to the driven-side fixed pulley half 143 so as to increase the winding radius of the belt 99 around the driven pulley 98. Moreover, the other end of the case member 161 is brought into contact with the end wall member 163 from the side opposite to the driven-side fixed pulley half 143, so that the driven-side movable pulley half 144 is connected to the driven-side fixed pulley half 143. A restricting plate 161a for restricting the proximity limit is integrally connected so as to project inward in the radial direction.

  In FIG. 11, the starting clutch 93 is mounted on the driven pulley shaft 96 between the driven pulley 98 and the left cover member 85 in the continuously variable transmission 91, and is coupled to the driven pulley shaft 96 so as not to be relatively rotatable. A clutch outer 169 to which a cylindrical boss member 168 is coupled to the inner periphery, and a clutch inner 170 that is coaxially surrounded by the clutch outer 169 and is rotatably supported on the driven pulley shaft 96 via a needle bearing 171. And a plurality of second drive friction plates 172... Engaged with the clutch outer 169 so as not to rotate relative to each other, and a second drive friction plate 172. And a plurality of second driven friction plates 173... And a second drive and second driven friction plate 17 arranged to overlap each other. .., 173... Are sandwiched between a pressure receiving plate 174 fixedly supported by the clutch outer 169 and the second drive and second driven friction plates 172... 173. A piston 175 that forms a chamber 176 between the clutch outer 169 and a spring 177 that biases the piston 175 on the side of reducing the volume of the fifth hydraulic chamber 176 are provided.

  The inner peripheral portion of the piston 175 is slidably contacted with the outer periphery of the boss member 168, and the outer periphery of the piston 175 is slidably contacted with the clutch outer 169. Moreover, the driven pulley shaft 96 is provided with a fifth oil hole 178 communicating with the fifth hydraulic chamber 176, and the piston 175 is driven by the second drive and the second driven friction plate in accordance with the increase in the hydraulic pressure in the fifth hydraulic chamber 176. ,..., 173... Are operated so as to be clamped between the pressure receiving plates 174, whereby the starting clutch 93 transmits the rotational power transmitted from the driven pulley shaft 96 to the clutch outer 169 to the clutch inner 170. Turns on.

  Further, the inner peripheral portion of the wall member 180 that forms the canceller chamber 179 between the piston 175 and the opposite side to the fifth hydraulic chamber 176 is fixed to the boss member 169, and the outer peripheral portion of the wall member 180 is The piston 175 is brought into sliding contact with the liquid. Moreover, the spring 177 is accommodated in the canceller chamber 179 and interposed between the piston 175 and the wall member 180. The driven pulley shaft 96 and the boss member 169 are provided with an oil passage 181 that guides lubricating oil to the canceller chamber 179. Therefore, even if the centrifugal force accompanying the rotation acts on the oil in the fifth hydraulic chamber 176 in the reduced pressure state and the force that presses the piston 175 occurs, the centrifugal force acts on the oil in the canceller chamber 179 as well, It is avoided that the piston 175 undesirably moves to the side sandwiching the second drive and second driven friction plates 172, 173, etc. with the pressure receiving plate 174.

  Referring to FIG. 4, one end of the output shaft 28 passes through the left cover member 85 in a rotatable manner, and an annular seal member 182 and a ball bearing are arranged between the output shaft 28 and the left cover member 85 in order from the outer side. A drive sprocket 30 that constitutes a part of the chain transmission means 33 is fixed to one end of the output shaft 28 that is interposed from the left cover member 85. The other end of the output shaft 28 is rotatably supported by a rear half portion 36b of the crankcase 36 via a roller bearing 184.

  The gear transmission mechanism 94 is disposed between the crankcase 36 and the left cover member 85 and is provided between the clutch inner 170 and the output shaft 28 of the starting clutch 93, and is integrally formed with the clutch inner 170. And a driven gear 186 that meshes with the drive gear 185 and is provided integrally with the output shaft 28. When the start clutch 93 is in the clutch-on state, the rotational power of the driven pulley shaft 96 is transmitted via the gear transmission mechanism 94. Is transmitted to the output shaft 28.

  By the way, the rear half 36b of the crankcase 36, the left cover member 85, the first right cover member 86, and the second right cover member 87 that constitute the outer wall of the transmission chamber 90 are interposed between the crank chamber 89 and the transmission chamber 90. The drive pulley shaft 95 passes through the second right cover member 87, but an annular seal member 126 is interposed between the transmission member 125 and the second right cover member 87 that are fixed in close contact with the outer periphery of the drive pulley shaft 95. Since an annular seal member 187 (see FIGS. 4 and 7) is also interposed between the other end of the drive pulley shaft 95 that is cylindrical and the third right cover member 88, the transmission chamber 90 Is isolated from the crank chamber 89 in a liquid-tight manner.

  In FIG. 12, a first split surface 190 that is endlessly connected to the lower surface of the front half 36 a of the lower case half 49 in the crankcase 36 is formed corresponding to the crank chamber 39. The lower surface of the rear half portion 36b of the half body 49 and the lower surface of the left cover member 85 coupled to the rear half portion 36b are endlessly connected so as to share a part of the first split surface 190 in the partition wall portion 36c. A second split surface 191 corresponding to the transmission chamber 90 is formed.

  Referring also to FIG. 13, the oil pan 40 includes an oil storage chamber 196 for an internal combustion engine that stores oil for each lubricating portion of the internal combustion engine E, and at least a continuously variable transmission. A partition wall 193 is provided to partition the oil storage chamber 197 for transmission disposed behind the oil storage chamber 196 for the internal combustion engine so as to store oil for controlling the operation of the transmission 91. In the first embodiment, the oil stored in the chamber 197 is used for lubrication of the power transmission device T including the continuously variable transmission 91 and shift control of the continuously variable transmission 91, and the input clutch 92 and the start clutch 93. Used for control.

  The upper surface of the oil pan 40 shares an endless third split surface 194 coupled to the first split surface 190 of the crankcase 36 and a part of the third split surface 194 at a portion corresponding to the partition wall 193. In this way, a fourth split surface 195 that is endlessly connected and is coupled to the second split surface 191 of the crankcase 36 and the left cover member 85 is formed, and the first and second split surfaces 190 and 191 have third and The oil pan 40 is fastened to the crankcase 36 and the left cover member 85 with a plurality of bolts 198 so as to connect the fourth split surfaces 194 and 195, and the internal combustion engine oil storage chamber 196 communicates with the lower portion of the crank chamber 89. Is done.

  Referring to FIG. 7, a ceiling wall portion 199 interposed between the transmission oil storage chamber 197 and the transmission chamber 90 is provided in the rear half portion 36 b of the lower case half body 49 and the left cover member 85 in the crankcase 36. Is provided so as to be a ceiling wall of the transmission oil storage chamber 197, and a plurality of communication holes 200 communicating with the ceiling wall portion 199 between the transmission oil storage chamber 197 and the transmission chamber 90. As a result, the transmission oil storage chamber 197 communicates with the transmission chamber 90.

  The transmission oil storage chamber 197 is formed by a lower portion of the left cover member 85, the oil pan 40, and the ceiling wall portion 199, and the transmission oil storage chamber 197 in the width direction of the motorcycle. Is bulged outwardly from the transmission chamber 90, and the lower portion of the left cover member 85 and the left side wall of the oil pan 40 are more than the upper portion of the left cover member 85, as clearly shown in FIG. It is formed so as to bulge outward.

  In addition, the center C2 of the transmission oil storage chamber 197 along the width direction of the motorcycle is shifted to either the left or right from the vehicle body center line C1 at the center in the width direction, in this embodiment, leftward in this embodiment. The oil storage chamber 197 is formed in the internal combustion engine E so as to be shifted to the left in the vehicle width direction of the motorcycle. The continuously variable transmission 91 is opposite to the transmission oil storage chamber 197 in the vehicle body center line C1. Is shifted to the right.

  As described above, the center C2 of the transmission oil storage chamber 197 along the width direction of the motorcycle is shifted to the left from the vehicle body center line C1, and the transmission oil storage chamber 197 is located on the shifted side. As shown in FIG. 14, an empty space can be secured below the crankcase 36 on the right side from the vehicle body center line C1, as shown in FIG. An exhaust pipe 45... And a collective exhaust pipe 188 in which those exhaust pipes 45.

  Moreover, steps 189 and 189 provided in the body frame F or the internal combustion engine E are arranged on both sides of the motorcycle, and the bank angle α of the motorcycle is determined by both the steps 189 and 189. The transmission oil storage chamber 197 is formed so as to partially bulge outward from the transmission chamber 90 (to the left in this embodiment) within a range that falls within the bank angle α.

  By the way, on the upper part of the left cover member 85 which becomes a wall portion constituting a part of the outer wall of the transmission chamber 91, lubrication of the power transmission device T including the continuously variable transmission 91 and shift control of the continuously variable transmission 91 are performed. A first oil pump 100 that pumps oil from a transmission oil storage chamber 197 that stores oil for controlling the input clutch 92 and the start clutch 93 is a drive pulley shaft 95 that forms part of the continuously variable transmission 91. The transmission oil reservoir chamber 197 is partially outside the wall portion where the first oil pump 100 is disposed, that is, the upper portion of the left cover member 85. Is formed to bulge out.

  An oil strainer 201 is disposed in the transmission oil storage chamber 197, and serves as a ceiling wall of the transmission oil storage chamber 197, so that the rear half portion 36 b of the lower case half 49 in the crankcase 36 and the left cover member 85. A connecting pipe 202 connected to the oil strainer 201 is extended downward at a portion of the ceiling wall portion 199 provided on the left cover member 85 side, that is, at a bulging portion of the oil storage chamber 197 for transmission. Provided.

  In addition, a suction oil passage 203 for guiding the oil in the transmission oil storage chamber 197 to the first oil pump 100 is provided on the outer surface of the left cover member 85 so as to extend vertically. A lower end portion of the suction oil passage 203 is communicated with the connection pipe portion 202 disposed in a portion of the ceiling wall of 197 that bulges outward from the transmission chamber 90, and an upper end portion of the suction oil passage 203 is The first oil pump 100 communicates with the first pump chamber 104.

  In addition, in order to inject oil into the oil storage chamber 197 for the transmission, the rear side surface of the internal combustion engine E along the front-rear direction of the motorcycle, that is, the rear left side surface of the lower case half 49 of the crankcase 36 in the first embodiment. An oil inlet 204 for the transmission (see FIGS. 2 and 11) is provided. Thus, the transmission oil injection port 204 is directed upward in a portion of the ceiling wall portion 199 that becomes the ceiling wall of the transmission oil storage chamber 197 bulging outward from the transmission chamber 90. It is provided with an axis that is inclined so as to be separated from the outer surface of the left cover member 85. A level gauge 205 (see FIGS. 2 and 7) for confirming the amount of oil stored in the transmission oil storage chamber 197 is detachably attached to the transmission oil inlet 204. .

  In FIG. 15, a first oil pump 100 that pumps oil in a transmission oil storage chamber 197 through an oil strainer 201 and a suction oil passage 203 circulates the oil in the transmission oil storage chamber 197. The transmission oil system 206 constitutes a part of the oil system 206. The transmission oil system 206 is in addition to the oil strainer 201 and the suction oil path 203, and an oil supply path 207 that guides oil discharged from the first oil pump 100. A hydraulic control device 208 that controls the pressure of the oil supplied through the oil supply passage 207, an excess oil passage 209 that returns the excess oil discharged from the hydraulic control device 208 to the suction side of the first oil pump 100, The surplus oil discharged from the hydraulic control device 208 is opened in response to the oil pressure of the surplus oil exceeding a predetermined pressure. A relief valve 210 interposed in the middle of the oil passage 209, and an oil storage chamber 197 for transmission of the oil pan 40 after cooling by guiding a part of the oil from the surplus oil passage 209 upstream of the relief valve 210. The first oil cooler 211 is returned to the side, and the inlet side of the first oil cooler 211 is connected to the surplus oil passage 209 via the orifice 232.

  The hydraulic control device 208 includes a regulator valve 212 that operates according to a pilot pressure, a pressure reducing valve 213 that reduces oil from the regulator valve 212 to a low pressure, and a pilot pressure switching that selects a pilot pressure of the regulator valve 212. A valve 214, and the oil output from the pressure reducing valve 213 is attached to the rear upper side wall of the crankcase 36 so as to form a part of the transmission oil system 206. The electromagnetic control valve device 215 and the electromagnetic control valve 221 (see FIG. 3) attached to the upper part of the third right cover member 88 are supplied.

  The regulator valve 212 operates according to the pilot pressure selected by the pilot pressure switching valve 214 to control the hydraulic pressure, and surplus oil generated in the regulator valve 212 is guided to the surplus oil passage 209.

  The hydraulic pressure controlled by the electromagnetic control valve device 215 is the fifth and third hydraulic chambers 149 and 153 in the drive-side hydraulic drive mechanism 148, the fourth hydraulic chamber 162 in the driven-side hydraulic drive mechanism 160, and the fifth in the start clutch 93. The hydraulic pressure supplied to the hydraulic chamber 176 and controlled by the electromagnetic control valve 221 is supplied to the first hydraulic chamber 138 in the input clutch 92.

  Paying attention to FIGS. 7 and 9 to 11, the drive pulley shaft 95 is coaxially provided with a bottomed first central oil passage 216 opened to the third right cover member 88 side. A cylindrical first tube member 217 communicating with the third oil holes 157... Is inserted into the center oil passage 216 in a liquid-tight and coaxial manner. An oil passage 218 communicating with the first cylinder member 217 is provided in the third right cover member 88 so as to guide the hydraulic pressure from the electromagnetic control valve device 215. A cylindrical second cylinder member 219 that forms an annular passage 220 (see FIG. 9) communicating with the first oil hole 140 connected to the first hydraulic chamber 138 in the input clutch 92 with the first cylinder member 217 is the first. The hydraulic pressure discharged from the first oil pump 100 by the electromagnetic control valve 221 that is coaxially inserted in the first central oil passage 216 around the cylinder member 217 and attached to the third right cover member 88. Is switched to and from the annular passage 220.

  Referring to FIG. 7, the driven pulley shaft 96 has a bottomed second center oil passage 223 opened to the third right cover member 88 side and a bottomed third center oil passage opened to the left cover member 85 side. 224 is provided coaxially. In the second central oil passage 223, a cylindrical third cylindrical member 225 is coaxially inserted from the third right cover member 88 side so as to communicate with an oil passage 181 connected to the canceller chamber 179 in the start clutch 93. An oil passage 226 communicating with the three cylinder member 225 is provided in the third right cover member 88 so as to guide surplus oil from the regulator valve 212.

  A cylindrical fourth cylinder member 227 that forms an annular oil passage 228 between the third cylinder member 225 and the fourth hydraulic chamber 162 in the driven-side hydraulic drive mechanism 160 via the fourth oil hole 165 is the third cylinder member 227. A connecting pipe 229 that coaxially surrounds the tubular member 225 and is inserted into the second central oil passage 223 and communicates the annular oil passage 228 with the oil passage 218 of the third right cover member 88 is second. Provided between the right cover member 87 and the third right cover member 88.

  Referring to FIG. 11, in the third central oil passage 224, a cylindrical fifth cylinder member 230 is provided in the left clutch member so as to communicate with the fifth oil hole 178 connected to the fifth hydraulic chamber 176 in the start clutch 93. An oil passage 231 that is coaxially inserted from the 85 side and communicates with the fifth cylinder member 230 guides the oil pressure from the electromagnetic control valve device 215 provided on the rear upper side wall of the crankcase 36 so that the left cover member 85 Is provided.

  In FIG. 16, the hydraulic control device 208 is disposed on the upper surface of the crankcase 36 above the water pump 109 and the first oil pump 100, and the oil supply passage 207 is connected to the hydraulic control device 208 from below. One end of a surplus oil passage 209 that guides surplus oil discharged from the hydraulic control device 208 is connected to the hydraulic control device 208 from below, and the first oil pump 100 has a first shape within the range of the outer shape of the pump case 101. The other end of the excess oil passage 209 is connected to the suction side of the oil pump 100.

  Referring also to FIG. 17, the oil supply passage 207 has one end connected to the discharge side of the first oil pump 100 and extends linearly toward the electromagnetic control valve device 215 side. A first oil supply passage straight portion 207a provided in the left cover member 85, one end of which is connected to the other end of the first oil supply passage straight portion 207a at a substantially right angle and a rotation axis of the first oil pump 100; The second oil supply passage 207b is provided in the left cover member 85 so as to extend in parallel, and the second oil supply passage through a sleeve 233 sandwiched between the left cover member 85 and the upper case half 48 of the crankcase 36. A third oil supply passage straight portion 207c provided in the upper case half 48 with one end coaxially connected to the other end of the straight portion 207b; A fourth oil supply passage straight portion 207d provided in the upper case half 48 so as to extend linearly up and down, and having one end communicating with the other end of the third oil supply passage straight portion 207c, The other end of the 4 oil supply path straight line portion 207 d is connected to the hydraulic control device 208.

  8 and 18, the surplus oil passage 209 is provided at the upper case half 48 of the crankcase 36 with one end connected to the hydraulic control device 208 and left from the hydraulic control device 208. The first surplus oil passage straight portion 209a extending to the cover member 85 side and the other end of the first surplus oil passage straight portion 209a via a sleeve 234 sandwiched between the left cover member 85 and the upper case half 48 of the crankcase 36 A second surplus oil passage straight portion 209b provided in the left cover member 85 so that one end thereof is contiguously connected to the portion, and one end thereof is perpendicular to the other end of the second surplus oil passage straight portion 209b. In this manner, a third surplus oil passage straight portion 209c that is provided on the left cover member 85 and linearly extends vertically below the hydraulic control device 208, and the first oil passage 207 The left cover member 85, the first case member 102, and the first cover member 85 of the pump case 101 are connected to the other end portion of the third surplus oil passage straight portion 209c at a right angle below the oil passage straight portion 207a. A relief valve 210 is provided between the fourth surplus oil passage straight portion 209d provided on the three case member 103 and extending in parallel with the rotation axis of the first oil pump 100, and the other end of the fourth surplus oil passage straight portion 209d. The fifth surplus oil passage straight portion 209e is interposed between the fifth surplus oil passage straight portion 209e provided on the second case member 103 of the pump case 101, and the fifth surplus oil passage straight portion 209e is a plane orthogonal to the rotation axis of the first oil pump 100. An axial line is arranged inside the pump case 101 and is connected to the suction side of the first oil pump 100 within the range of the outer shape of the pump case 101 so as to be lower than the rotational axis. Is location, In the first embodiment, as shown in Figure 8, the fifth surplus oil passage straight portion 209e is communicated directly to the first pump chamber 104 of the first oil pump 100.

  That is, a portion of the surplus oil passage 209 that includes at least one end of the third surplus oil passage straight portion 209c to the suction side of the first oil pump 100, in the first embodiment, the first to first constituting the surplus oil passage 209. Of the five surplus oil passage straight portions 20a to 209e, most of the surplus oil passage 209 from the second surplus oil passage 209b to the fifth surplus oil passage straight portion 209e is provided in the pump case 101.

  In addition, a fourth oil supply path straight portion 207d that constitutes a part of the oil supply path 207 and linearly extends vertically below the hydraulic control apparatus 208 and a part of the surplus oil path 209 constitute the hydraulic control apparatus. As shown in FIG. 16, the third surplus oil passage straight line portion 209c extending linearly below and above 208 is arranged substantially in parallel in a side view.

  The third surplus oil passage straight portion 209c is disposed at a position sandwiched between the fourth oil supply passage straight portion 207d and the first oil pump 100 in a side view, and the operating axis is the first oil A relief valve 210 parallel to the rotation axis of the pump 100 is disposed between the third excess oil passage straight line portion 209 c and the rotation axis of the first oil pump 100 in the front-rear direction. That is, in the first embodiment, a fourth surplus oil passage straight portion 209d that extends in parallel with the rotation axis of the first oil pump 100 and has a first end connected to the third surplus oil passage straight portion 209c at a right angle; A relief valve 210 is disposed between the fourth surplus oil passage straight portion 209d and the fifth surplus oil passage straight portion 209e extending in a direction orthogonal to the fourth surplus oil passage straight portion 209d.

  Further, the oil supply passage 207 and a part of the surplus oil passage 209 are separately arranged on both sides of the inner rotor 106 and the outer rotor 107 in the direction along the rotation axis of the first oil pump 100. Then, the first oil passage straight line portion 207 a of the oil supply passage 207 and the fifth surplus oil passage straight portion 209 e of the surplus oil passage 209 are in the direction along the rotation axis of the first oil pump 100, and the inner rotor 106 and the outer rotor 107. It is arranged separately on both sides.

  As shown in FIG. 5, an oil strainer 237 is disposed in the oil storage chamber 196 for the internal combustion engine of the oil pan 40, and the oil is sucked from the oil storage chamber 196 for the internal combustion engine via the oil strainer 237. 2 The oil pump 238 is disposed in the lower case half 49, which is the lower part of the crankcase 36, and the oil discharged from the second oil pump 238 is supplied to each lubricating part of the internal combustion engine E.

  As shown in FIG. 3, the second oil pump 238 includes a pump shaft 240 having an axis parallel to the crankshaft 50, a drive sprocket 241 provided on the crankshaft 50, and a pump shaft of the second oil pump 238. An endless chain 243 is wound around a driven sprocket 242 provided at 240, and the second oil pump 238 is driven by power transmission from the crankshaft 50.

  The second oil pump 238, an oil filter 244 that purifies the oil discharged from the second oil pump 238, an oil cooler 245 that cools the oil purified by the oil filter 244, and the oil cooler 245 cool the oil. The main gallery 246 provided in the crankcase 36 so that the oil is guided afterwards constitutes an internal combustion engine oil system 247 for circulating the oil in the internal combustion engine oil storage chamber 196. The oil system 247 is provided in the power unit P independently of the transmission oil system 206.

  Incidentally, a transmission oil injection port 204 for injecting oil into the transmission oil storage chamber 197 is provided on the rear side surface of the internal combustion engine E, that is, the rear left side surface. As shown in FIGS. 3 and 7, an oil injection port 248 for an internal combustion engine for injecting oil into the oil storage chamber 196 for the internal combustion engine is provided on the side surface, that is, the rear right side surface, rather than the oil injection port 204 for the transmission. It is provided on the upper part of the third right cover member 88 so as to be arranged at a high position.

  The oil injection port 248 for the internal combustion engine is formed in an injection cylinder 249 that projects integrally with the third right cover member 88, and an oil injection for the internal combustion engine is provided at the outer end of the injection cylinder 249. A filler cap 250 that closes the inlet 248 is detachably attached.

  Incidentally, an electromagnetic control valve 221 for controlling the hydraulic pressure supplied to the first hydraulic chamber 138 of the input clutch 92 is disposed around the oil injection port 248 for the internal combustion engine at the upper part of the third right cover member 88. The electromagnetic control valve 221 is disposed above the third right cover member 88 so as to be at the same position as or higher than the oil inlet 248 for the internal combustion engine in the height direction. Moreover, the injection cylinder 249 forming the oil injection port 248 for the internal combustion engine is provided integrally with the third right cover member 88 so as to be separated from the electromagnetic control valve 221 toward the outer end side.

  Incidentally, the transmission oil storage chamber 197 disposed on the rear side of the internal combustion engine oil storage chamber 196 in the front-rear direction of the motorcycle is formed in the internal combustion engine E so as to be biased toward the left side, which is one side in the vehicle width direction. A space 251 extending in the front-rear direction of the motorcycle on the right side, which is the other side of the transmission oil storage chamber 197 in the vehicle width direction, is formed in the internal combustion engine E, and is shown in FIGS. 7 and 19. As described above, the space 251 is connected to the crankcase 36, the first right cover member 86 coupled to the crankcase 36, and the first right cover member 86 so that the front end communicates with the crank chamber 89. 2 formed between the right cover member 87 and the third right cover member 88, and the bottom wall of the rear half of the space 251 is a substantially flat bottom wall of the rear half 36b of the crankcase 36. 52 is formed by.

  In addition, a communication hole 253 that communicates the space 251 with the internal combustion engine oil storage chamber 196 is provided on the left side of the front portion of the bottom wall 252, and the space 251 communicates with the internal combustion engine oil storage chamber 196. . The oil injection port 248 for the internal combustion engine is provided in the third right cover member 88 so as to communicate with the space 251.

  As clearly shown in FIG. 3, the oil amount confirmation window 254 for confirming the amount of oil stored in the oil storage chamber 196 for the internal combustion engine is lower than the oil injection port 248 for the internal combustion engine and in the vehicle width direction. This is provided in the internal combustion engine E on the same side as the oil injection port 248, and is provided on the right side surface of the crankcase 26 in the first embodiment.

  By the way, the oil in the internal combustion engine oil system 247 is cooled by the oil cooler 245, and the oil in the transmission oil system 206 is cooled by the oil cooler 211 independent of the oil cooler 245. The oil cooler 245 of the system 247 is configured by water cooling, and the oil cooler 211 of the transmission oil system 206 is configured by air cooling.

  In FIG. 20, a radiator 256 for dissipating heat from cooling water that cools the internal combustion engine E is disposed in front of the internal combustion engine E. The radiator 256 includes a front end portion of the main frame 17 in the vehicle body frame F and the down frame 18. Are supported by the inclined portions 18a. By the way, the oil cooler 245 of the internal combustion engine oil system 247 and the oil cooler 211 of the transmission oil system 206 are arranged separately above and below the motorcycle, and the oil cooler 211 of the transmission oil system 206 is The oil cooler 245 of the internal combustion engine oil system 247 is disposed in front of the radiator 256 so as to be supported by the radiator 256 via a pair of left and right stays 257 and 257. The oil cooler 245 of the transmission oil system 206 It is attached to the front side wall of the crankcase 36 so as to be disposed below the cooler 211.

  In addition, the first oil pump 100 that supplies oil to the upper oil cooler 211 is provided in the internal combustion engine E so as to be disposed at the upper part of the crankcase 36 in a side view, but lower than the oil cooler 211. A second oil pump 238 that supplies oil to an oil cooler 245 disposed in the bottom of the crankcase 36 is disposed.

  By the way, the supply side hose 258 branched from the surplus oil passage 209 discharged from the hydraulic control device 208 of the transmission oil system 206 through the orifice 232 (see FIG. 15) is connected to the internal combustion engine E from the rear left side surface of the internal combustion engine E. A return side hose 259 that extends to the oil cooler 211 and that guides the oil cooled by the oil cooler 211 passes through the left rear part of the internal combustion engine E from the oil cooler 211 and passes through the left side of the internal combustion engine E. It extends to the rear, and is connected to the crankcase 36 at the rear lower side surface. The return side hose 259 is connected to the oil pan 40, and the oil guided by the return side hose 259 is returned to the transmission oil storage chamber 197 in the oil pan 40.

  Next, the operation of the first embodiment will be described. In the internal combustion engine E, the internal combustion engine oil storage chamber 196 for storing oil for lubricating each part of the internal combustion engine E and at least the continuously variable transmission 91 are operated. A transmission oil storage chamber 197 that stores oil for control is partitioned liquid-tight from each other, and a transmission oil storage chamber 197 is disposed behind the oil storage chamber 196 for the internal combustion engine. Furthermore, the transmission oil storage chamber 197 is formed in the internal combustion engine E so as to be biased to one side (left side) in the vehicle width direction, and the other side (right side) of the transmission oil storage chamber 197 in the vehicle width direction. A space 251 that extends in the front-rear direction and communicates with the oil storage chamber 196 for the internal combustion engine is formed in the internal combustion engine E, and the transmission oil injection port 204 is formed on the rear one side (left side) side along the front-rear direction. Provided, on the rear the other side (right side) side of the internal combustion engine E along the longitudinal direction, an internal combustion engine oil inlet 248 is provided so as to communicate the space 251.

  Therefore, the transmission oil injection port 204 and the internal combustion engine oil injection port 248 are provided separately on both sides of the rear portion of the internal combustion engine E, which is separated from the crankshaft 50 and has a relatively narrow width. Can be avoided.

  In addition, the internal combustion engine E around the oil injection port 248 for the internal combustion engine is provided with an electromagnetic control valve 221 that is located at the same position as or higher than the oil injection port 248 for the internal combustion engine in the height direction. It is possible to prevent oil spilled during oil injection through the oil injection port 248 from adhering to the electromagnetic control valve 221.

  Moreover, since the injection cylinder 249 forming the oil injection port 248 for the internal combustion engine is provided in the internal combustion engine E so as to be inclined away from the electromagnetic control valve 221 toward the outer end side, interference with the electromagnetic control valve 221 is prevented. The oil injection port 248 for the internal combustion engine can be disposed in the vicinity of the electromagnetic control valve 221 while avoiding it.

  Further, the internal combustion engine oil injection port 248 is disposed at a position higher than the transmission oil injection port 204, and can prevent an increase in the width of the internal combustion engine E. That is, if the heights of the transmission oil injection port 204 and the internal combustion engine oil injection port 248 are the same on both sides of the internal combustion engine E, the height at which the transmission oil injection port 204 and the internal combustion engine oil injection port 248 are provided. However, the width of the internal combustion engine E is increased by making the heights of the transmission oil injection port 204 and the internal combustion engine oil injection port 248 different on both sides of the internal combustion engine E. It can be suppressed.

  Further, the oil amount confirmation window 254 for confirming the amount of oil stored in the oil storage chamber 196 for the internal combustion engine is at a position lower than the oil injection port 248 for the internal combustion engine and on the same side as the oil injection port 248 for the internal combustion engine in the vehicle width direction. Therefore, when the oil is injected from the oil injection port 248 for the internal combustion engine, it is easy to adjust the injection amount.

  By the way, the oil constituting the oil system 247 for the internal combustion engine that circulates the oil in the oil storage chamber 196 for the internal combustion engine, that is, the oil supply passage 207, the surplus oil passage 209, and the like, and the oil in the transmission oil storage chamber 197 are circulated. A passage constituting a part of the transmission oil system 206, such as the main gallery 246, is provided in the internal combustion engine E independently of each other. The oil of the internal combustion engine oil system 247 and the transmission oil system 206 are provided. The oil coolers 245 and 211 are also individually cooled by the oil coolers 245 and 211, so that the oil coolers 245 and 211 can be spaced apart from each other and disposed in each part of the power unit P. Compared with the case where both 245 and 211 are incorporated, the influence on other parts is reduced, and the oil cooler 2 The distributed of 5,211 can be simplified piping path.

  Further, since one of the oil coolers 245 and 211 is configured as a water-cooled type and the other oil cooler 211 is configured as an air-cooled type, the temperature of the cooling water for cooling the internal combustion engine E is the heat at the oil cooler 245. As a result, it is possible to suppress an increase by replacement, and thus it is possible to reduce the capacity of the radiator 256 and to reduce the size of the radiator 256, and it is also possible to reduce the number of pipes for sending cooling water.

  Moreover, a water-cooled oil cooler 245 that is a separate body from the radiator 256 is disposed on the front side surface of the crankcase 36 disposed below the radiator 256 in the internal combustion engine E, and the air-cooled oil cooler 211. However, since it is disposed around the radiator 256 (in this embodiment, in front of the radiator 256), in a motorcycle in which it is particularly difficult to secure a space for disposing the oil cooler, water-cooled and air-cooled oil is disposed around the radiator 256. By arranging the coolers 245 and 211 in a centralized manner, the motorcycle can be downsized by improving the arrangement efficiency.

  Further, both oil coolers 245 and 211 are separately arranged above and below the motorcycle, and the oil system 247 for the internal combustion engine and the oil system 206 for the transmission are individually provided and are independent of each other. A first oil pump 100 disposed in the internal combustion engine E so as to be positioned above the crankcase 36 in a side view is connected to an upper oil cooler 211, and the oil pumps 238 and 100 are both in a side view. Since the second oil pump 238 disposed in the crankcase 36 so as to be positioned below the crankcase 36 is connected to the lower oil cooler 245, the oil pumps 100, 238 and the oil coolers 211, 245 are connected to each other. The pipes can be distributed vertically to avoid complications due to centralization.

  An oil supply passage 207 that guides oil discharged from the first oil pump 100 is connected from below to a hydraulic control device 208 disposed on the upper surface of the crankcase 36, and guides excess oil discharged from the hydraulic control device 208. Since one end of the surplus oil passage 209 is connected to the hydraulic control device 208 from below, the oil feed passage 207 and the surplus oil passage 209 may be concentrated and disposed around the first oil pump 100 and the crankcase 36. In addition, the oil supply passage 207 and the surplus oil passage 209 can be arranged short and simplified. Moreover, since the other end of the surplus oil passage 209 is connected to the suction side of the first oil pump 100 within the range of the outer shape of the pump case 101 in the first oil pump 100, the surplus oil suction head is made small, and the first The pump efficiency of the oil pump 100 can be increased.

  Moreover, since the other end of the surplus oil passage 209 is directly communicated with the first pump chamber 104 formed in the pump case 101, the pump efficiency of the first oil pump 100 can be further increased.

  Further, a fourth oil supply passage straight portion 207d that constitutes a part of the oil supply passage 207 and linearly extends vertically below the hydraulic control device 208, and a part of the excess oil passage 209 constitutes the hydraulic control device. Since the third surplus oil passage straight portion 209c that extends linearly up and down below 208 is arranged substantially in parallel in a side view, compared to the case where the oil supply passage 207 and the surplus oil passage 209 are arranged to cross each other, The oil supply passage 207 and the surplus oil passage 209 can be shortened and simplified.

  In addition, the first oil passage straight line portion 207 a that is a part of the oil supply passage 207 and the fifth surplus oil passage straight portion 209 e that is a part of the surplus oil passage 209 are in a direction along the rotation axis of the first oil pump 100. Since the inner rotor 106 and the outer rotor 107 are separately arranged on both sides, the oil passage 207 and the surplus oil passage 209 can be dispersedly arranged around the first oil pump 100 to further simplify the oil passage structure. .

  Further, a third surplus oil passage straight portion 209c that constitutes a part of the surplus oil passage 209 and linearly extends downward from the hydraulic control device 208 constitutes a part of the oil supply passage 207 in a side view. The fourth oil passage straight line portion 207d extending downward from the hydraulic control device 208 and the first oil pump 100 are disposed at positions sandwiched between the front and rear, and the third surplus oil passage straight line portion 209c and the first oil pump 100 in the front-rear direction. Therefore, the relief valve 210 can be efficiently arranged in the space between the third surplus oil passage straight portion 209c and the first oil pump 100.

  Further, the portion of the excess oil passage 104 including at least the upper end portion of the third excess oil passage straight portion 209c to the suction side of the first oil pump 100, that is, most of the excess oil passage 209 is provided in the pump case 101. Further, the processing applied to the crankcase 36 for the surplus oil passage can be minimized, and the oil passage can be simplified and the cost can be reduced.

  A second embodiment of the present invention will be described with reference to FIG. 21. The parts corresponding to the first embodiment are only given the same reference numerals and are not illustrated in detail.

  The oil cooler 261 for cooling the oil in the transmission oil system 206 is supported by the down frames 18 in the vehicle body frame F so as to be disposed between the radiator 256 and the upper part of the internal combustion engine E, and is configured to be air-cooled. The

  Further, the water-cooled oil cooler 245 for cooling the oil of the oil system 247 for the internal combustion engine is disposed below the oil cooler 261 in the same manner as in the first embodiment. It is arranged on the front lower side wall.

  The same effects as those of the first embodiment can be obtained by the second embodiment.

  Embodiment 3 of the present invention will be described with reference to FIG. 22, but the portions corresponding to Embodiment 1 and Embodiment 2 described above are only given the same reference numerals and are not described in detail. .

  The oil cooler 262 that cools the oil in the transmission oil system 206 is built in the radiator 256 configured in a water-cooled manner, and the water-cooled oil cooler 245 that cools the oil in the oil system 247 in the internal combustion engine is the same as that in the above embodiment. Similarly to 1 and 2, it is disposed on the front lower side wall of the crankcase 36 in the internal combustion engine E so as to be disposed below the oil cooler 262.

  According to the third embodiment, one water-cooled oil cooler 262 is built in the radiator 256, and the other oil cooler 245 is arranged separately from the radiator 256 and fixed to the internal combustion engine E. In arranging the oil coolers 261 and 245, it is sufficient to secure a space for arranging the radiator 256 and a space for arranging the single oil cooler 245, and both oil coolers 262 while suppressing an increase in the number of parts. Space for placing 245 can be minimized.

  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. Is possible.

36 ... Crankcase 91 ... Continuously variable transmissions 100, 238 as transmissions ... Oil pump 206 ... Transmission oil systems 211, 245, 261, 262 ... Oil coolers 247 ...・ Oil system for internal combustion engine 256 ... Radiator E ... Internal combustion engine P ... Power unit

Claims (5)

  An internal combustion engine (E) having a crankcase (36) as a component and a transmission (91) built in the crankcase (36) are provided, and each part of the internal combustion engine (E) is lubricated. A power unit provided with an internal combustion engine oil system (247) that circulates oil and a transmission oil system (206) that circulates oil for controlling at least the operation of the transmission (91); The power unit is characterized in that the oil in the internal combustion engine oil system (247) and the transmission oil system (206) are respectively cooled by mutually independent oil coolers (245; 211, 261, 262).   One of the oil coolers (245; 262) (262) is built in a radiator (256) and configured to be water-cooled, and the other oil cooler (245) is arranged separately from the radiator (256). The power unit according to claim 1, wherein the power unit is fixed to the internal combustion engine.   The power unit according to claim 1, wherein one of the oil coolers (245; 211, 261) is configured as a water-cooled type, and the other oil cooler (211, 261) is configured as an air-cooled type. .   A water-cooled oil cooler (245) that is separate from the radiator (256) disposed in front of the internal combustion engine (E) mounted on the motorcycle is the radiator (256) of the internal combustion engine (E). The air cooling type oil cooler (211 261) disposed in the crankcase (36) disposed below the radiator (256) is disposed around the radiator (256). Power unit.   The two oil coolers (245; 211, 261, 262) are arranged separately above and below the motorcycle, and the oil cooler (211, 261, 262) arranged above the oil cooler (247) ) And the transmission oil system (206) individually and independently of each other, the internal combustion engine (206) is positioned above the crankcase (36) in a side view among the independent oil pumps (238, 100). E) is connected to the oil pump (100), and the oil cooler (245) disposed below is connected to the crankcase (36) in a side view of the two oil pumps (238, 100). The oil pump (238) disposed in the internal combustion engine (E) is connected so as to be positioned at a lower portion, and the power pump according to any one of claims 1 to 4, Over unit.

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