JP2015218593A - Engine cooling device of motorcycle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine cooling device of a motorcycle that properly and accurately controls cooling water and effectively realizes compactification, etc.SOLUTION: An engine cooling device of a motorcycle comprises: an engine 11 including a crankcase 13 and a cylinder; a water pump 38 for feeding cooling water to the engine 11; and a radiator 37 that dissipates the heat of the cooling water flowing therein by being exposed to traveling air. The water pump 38 is a motorized type including a driving motor 45, and is provided separately from the crankcase 13.

Description

  The present invention relates to an engine cooling device for cooling an engine in a vehicle such as a motorcycle.

  In a conventional motorcycle, a water-cooled engine uses a rotary drive shaft and a chain for driving a lubricating oil pump using a power of a crankshaft as a drive source in order to drive a water pump.

Here, considering the necessity of the water pump in this type of vehicle, the following two points can be cited as the main situations where the water cooling of the engine is necessary.
1) Installation of high-power engine 2) Severe use conditions such as sudden stop after continuous high-load operation

  Thus, the necessity of water cooling for the engine is limited, that is, the engine heat generation is used to warm up the engine itself at the time of cold start, so that the extra heat capacity may be small. In addition, optimization of cooling is required by controlling the amount of cooling water in accordance with cases where excessive cooling is not necessary, such as during early warm-up or steady operation. When an oil pump drive system is used, under conditions where the amount of cooling water increases in proportion to the engine speed, there is a limit to the on / off control by the thermostat, and precise control for improving fuel efficiency becomes difficult.

JP-A-4-203417

  In a water-cooled engine of a motorcycle, the layout inside the engine is determined due to the above structural reasons. Therefore, the structure of the water-cooled engine is simplified and downsized as compared with the case of an air-cooled or oil-cooled engine. It becomes an obstacle. Further, if the overcooling of the combustion chamber is left as it is, the thermal efficiency of the engine is reduced. Furthermore, the basic structure is the same as that of an air-cooled or oil-cooled engine, but in the case of water-cooled, it is necessary to make it for each model especially around the crankcase due to restrictions on the arrangement of the water pump. That is, it is practically difficult to share parts with an air-cooled engine or the like, and the development method must be inefficient.

  In the cooling device disclosed in Patent Document 1, a bypass water channel is connected to the circulation water channel so as to bypass the main water pump, and the electric sub water pump that operates at least at a predetermined high temperature state of the engine is connected to the bypass water channel. Is inserted. In this case, the auxiliary water pump is only used as a secondary.

  In view of the above problems, an object of the present invention is to provide an engine cooling device for a motorcycle that performs appropriate and precise cooling water control and effectively realizes downsizing and the like.

  An engine cooling device for a motorcycle according to the present invention includes an engine including a crankcase and a cylinder, a water pump for feeding cooling water to the engine, and heat of the cooling water flowing through the interior by applying traveling air. A cooling device for a motorcycle having a radiator to be diffused, wherein the water pump is an electric type equipped with a drive motor, and is provided separately from the crankcase.

  In the motorcycle engine cooling device of the present invention, the water pump is disposed such that the pump shaft is separated from the pump shaft of the oil pump in a side view of the vehicle body, and at least a part of the water pump is in the vehicle body width direction. It arrange | positions so that it may be located inside the outer end of a crankcase, the said cylinder, or the said radiator.

  Further, in the motorcycle engine cooling device of the present invention, the water pump is located in front of the crankcase or the cylinder and behind the rear end of the front wheel and below the radiator in a side view of the vehicle body. It is characterized by that.

  In the engine cooling device for a motorcycle according to the present invention, the crankcase includes a balancer shaft holding portion in front of an internal crankshaft, and at least a part of the water pump with respect to the balancer shaft holding portion. It overlaps in the vertical direction and is located in front of the crankcase and below the balancer shaft holding portion in a side view of the vehicle body.

  In the engine cooling device for a motorcycle according to the present invention, the crankcase includes a balancer shaft holding portion in front of an internal crankshaft, and at least a part of the water pump with respect to the balancer shaft holding portion. It overlaps in the vertical direction and is located in front of the cylinder and above the balancer shaft holding part in a side view of the vehicle body.

  In the engine cooling device for a motorcycle according to the present invention, the water pump is provided in such a manner that its longitudinal direction extends substantially parallel to the axis of the balancer shaft when viewed from the front of the vehicle body.

  In the engine cooling device for a motorcycle according to the present invention, the cylinder includes a cylinder block and a cylinder head, and has a cooling water passage space that covers the periphery of the combustion chamber inside, from the cooling water passage space to the cylinder. A cooling water inlet and a cooling water outlet that communicate with the outside are provided, and both the cooling water inlet and the cooling water outlet of the cylinder are provided on the same side in the vehicle body width direction.

  In the engine cooling device for a motorcycle according to the present invention, the cooling water passage space communicates with the outside of the cylinder block only by the cooling water inlet and the cooling water outlet.

  In the engine cooling system for a motorcycle according to the present invention, the water pump includes a cooling water discharge port on one side and a cooling water suction port on the other side in the vehicle body width direction when viewed from the front of the vehicle body. A cooling water inlet is provided on one side in the width direction, and a cooling water outlet is provided on the other side.

  In the engine cooling device for a motorcycle according to the present invention, the cylinder includes a cam chain chamber on the other side in the vehicle body width direction.

  The motorcycle engine cooling device according to the present invention further includes an oil cooler that has a cooling water inlet, a cooling water outlet, and a cooling water passage inside the crankcase of the engine to exchange heat with engine lubricating oil. The oil cooler is provided inside the crankcase, and includes the cooling water outlet and the cooling water passage on the other side in the vehicle body width direction, the cooling water inlet side of the oil cooler is connected to the radiator, and the cooling water flow The outlet side is connected to the water pump.

  According to the present invention, the water pump is an electric type driven by an electric motor, and its drive system is disconnected from the oil pump drive system and is driven independently. By controlling the water pump drive by the ECU, it becomes possible to control the flow rate of the cooling water more precisely, and the engine can be easily maintained in the optimum cooling state. As a result, the engine output, fuel efficiency, and the like are improved by circulating the coolant at an appropriate flow rate without any excess or deficiency.

  Also, by separating the water pump from the crankcase and providing it separately, the crankcase located at the lower part of the vehicle body can be made compact, and a large vehicle tilt angle can be secured, so that the operability of the vehicle is improved. Further, by making the water pump separate from the crankcase, the degree of freedom of arrangement of the water pump is improved and the cooling path can be optimized.

1 is a side view showing a state in which an engine unit according to an embodiment of the present invention is mounted on a motorcycle. It is a left view of the engine unit which concerns on embodiment of this invention. It is a front view of the engine unit concerning the embodiment of the present invention. It is a perspective view of the engine unit concerning the embodiment of the present invention. It is a side view of the water pump which concerns on embodiment of this invention. It is each sectional drawing which follows the II line | wire of FIG. 5A. It is a left view of the engine unit which concerns on the 2nd Embodiment of this invention. It is a front view of the engine unit which concerns on the 2nd Embodiment of this invention. It is a left view of the engine unit which concerns on the 3rd Embodiment of this invention. It is a front view of the engine unit which concerns on the 3rd Embodiment of this invention.

DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of an engine cooling device for a motorcycle according to the present invention will be described with reference to the drawings.
FIG. 1 is a side view showing a state where an engine unit 10 is mounted on a motorcycle 100 as an application example of the present invention. FIG. 2 is a rear perspective view of the engine unit 10. First, the schematic configuration of the motorcycle 100 will be described with reference to FIG. In the drawings used in the following description including FIG. 1, the front of the vehicle is indicated by an arrow Fr, the rear of the vehicle is indicated by an arrow Rr, and the lateral right side of the vehicle is indicated by an arrow R as necessary. The left side of the vehicle is indicated by arrows L.

  In FIG. 1, two front forks 103, left and right, supported by a steering head pipe 102 so as to be turnable left and right are provided at a front portion of a body frame 101 (main frame) made of steel or an aluminum alloy material. In the following description, illustration of parts or members is omitted as appropriate. A handle bar is fixed to the upper end of the front fork 103 via a steering bracket. A front wheel 104 is rotatably supported on the lower portion of the front fork 103, and a front fender is fixed so as to cover the upper portion of the front wheel 104.

  The vehicle body frame 101 is integrally coupled to the rear portion of the steering head pipe 102, branches in a bifurcated pair of left and right sides toward the rear, and extends while being widened rearward and downward from the steering head pipe 102. In this example, the vehicle body frame 101 may be a so-called diamond frame or trellis frame formed by joining steel pipes or an equivalent thereof, and an engine described later as an integral component functions as a reinforcing member for the vehicle body frame 101. Configured to do. From the vicinity of the rear part of the body frame 101, the seat rail 105 extends rearward while being inclined moderately rearward and supports the seat (seat seat).

  A swing arm 1107 is coupled to the vicinity of the rear end of the body frame 101 via a pivot shaft 106 so as to be swingable in the vertical direction. A rear wheel 108 is rotatably supported at the rear end of the swing arm 107. A rear shock absorber is mounted between the vehicle body frame 101 and the swing arm 107. The lower end side of the rear shock absorber is connected to both the vehicle body frame 101 and the swing arm 107 via a link mechanism. A driven sprocket around which a chain for transmitting engine power is wound is pivotally attached to the rear wheel 108, and the rear wheel 108 is rotationally driven via the driven sprocket. A rear fender that covers the rear wheel 108 is mounted above the rear wheel 108.

  Next, the configuration of the engine unit 10 will be described with reference to FIGS. 2 is a left side view of the engine unit 10, FIG. 3 is a front view thereof, and FIG. 4 is a perspective view thereof. The engine unit 10 has an engine 11, and in this embodiment, a water-cooled multi-cylinder four-cycle gasoline engine is used. In this example, the engine 11 may be a parallel two-cylinder engine in which, for example, a first (# 1) cylinder and a second (# 2) cylinder are arranged side by side in the left and right (vehicle width direction), and a crank that is horizontally supported from side to side. A cylinder block 14, a cylinder head 15, and a cylinder head cover 16 are integrally coupled to each other so as to sequentially overlap a crankcase 13 that accommodates the shaft 12 (FIG. 2), and an oil pan 17 is attached to the lowermost portion. The cylinder block 14 and the cylinder head 15 constitute a cylinder. In addition, the cylinder axis line of the engine 11 is arranged to be inclined moderately forward. The engine 11 is integrally coupled and supported inside the vehicle body frame 101 by being suspended on the vehicle body frame via a plurality of engine mounts.

  In the crank chamber in the crankcase 13, a crankshaft 12 and a crank web that rotates integrally with the crankshaft 12 are rotatably supported. A connecting rod is connected between the crank webs via a crank pin. A piston is swingably attached to the tip (small end) of the connecting rod via a piston pin, and reciprocates up and down in the cylinder block 14. Thereby, the crankshaft 12 is rotationally driven.

  A transmission case 18 is integrally formed at the rear portion of the crankcase 13 (see FIG. 2 and the like), and a countershaft 19 is disposed behind the crankshaft 12 in parallel with the transmission case 18. . One end (right side) of the crankshaft 12 is provided so as to protrude into the clutch chamber, and a primary drive gear is attached to this end. The countershaft 19 constitutes a part of a transmission (transmission) housed in the transmission case 18, and a clutch device is constituted at an end protruding to the clutch chamber side. The clutch shaft 20 (FIG. 1) of the clutch device is disposed coaxially with the counter shaft 19.

  In the transmission case 18, a drive shaft 21 is disposed obliquely below the counter shaft 19, and a plurality of transmission gears are arranged in a row on the counter shaft 19 and the drive shaft 21. These transmission gears are selectively set in meshing relationship by a gear shift device, thereby obtaining a desired gear ratio of the transmission. The power of the engine 11 is finally transmitted from the crankshaft 12 through the transmission to a drive sprocket attached to the shaft end of the drive shaft 21, and this drive sprocket is driven by the driven sprocket, and hence the rear wheel 108 via the power transmission chain. Is driven to rotate.

  On the other hand, a balancer shaft 22 is provided in front of the crankshaft 12 at the front portion of the crankcase 13. A balancer 23 is integrally attached to the balancer shaft 22, and the balancer 23 is provided to reduce or suppress vibration generated from the crankshaft 12. The crankcase 13 is integrally formed with a balancer shaft housing 24 that accommodates and supports the balancer shaft 22 and the balancer 23 therein so as to protrude forward. The balancer shaft 22 is connected to the crankshaft 12 via a gear, and is driven to rotate using the crankshaft 12 as a power source.

  In the valve train of the engine 11, the cylinder head 15 has a camshaft 25 for driving and controlling the intake cam and the exhaust cam (FIG. 2). Sprockets attached to the respective shaft ends of the camshaft 25 and the crankshaft 12 are provided in a cam chain chamber 26 (shown schematically by a one-dot chain line in FIGS. 2 and 3) formed in the left side portion of the engine 11. A cam chain that can run on is mounted. The crankshaft 12 and the camshaft 25 are connected via the cam chain, and thereby the valve gear is driven in synchronization with the rotation of the crankshaft 12.

  The engine 11 further includes an air intake system for supplying air (intake air) and an air fuel mixture supplied from an air cleaner and a fuel supply device, an exhaust system for exhausting exhaust gas after combustion in the cylinder from the engine 11, A cooling system for cooling the engine 11, a lubrication system for lubricating the movable part of the engine 11, and a control system (ECU: Engine Control Unit) for controlling the operation thereof are attached. A plurality of functional systems cooperate with the above-mentioned auxiliary machines and the like by the control of the control system, whereby the engine unit 10 as a whole is smoothly operated.

  More specifically, first, in the intake system, an intake port 27 (intake port; the approximate position is shown by a dotted line in FIG. 2) is opened on the rear side of the cylinder head 15 in both cylinders # 1 and # 2, and this intake air A throttle body 28 is connected to the mouth 27. The throttle body 28 is provided with a throttle valve (not shown) that opens and closes an intake passage or passage formed in the throttle body 28 according to the accelerator opening, and the flow rate of air supplied from the air cleaner 29 is reduced. Be controlled. In this example, the throttle valve shafts of # 1 and # 2 cylinders are arranged coaxially, and have a valve drive mechanism for driving the throttle valve shafts mechanically, electrically or electromagnetically.

  On the other hand, each throttle body 28 is provided with an injector 30 for fuel injection downstream of the throttle valve, and fuel in the fuel tank is supplied to these injectors 30 by a fuel pump. Each injector 30 injects fuel into the intake flow passage in the throttle body 28 at a predetermined timing under the control of the control system described above, whereby a mixture of a predetermined air-fuel ratio is supplied to the cylinders of the # 1 and # 2 cylinders.

  Next, in the exhaust system, an exhaust port 31 (exhaust port; the approximate position thereof is abbreviated by a dotted line in FIG. 4) is opened on the front side of the cylinder head 15 in both the # 1 and # 2 cylinders. 32 (exhaust pipe) is connected. As shown in FIGS. 3 and 4, the exhaust pipe 32 of each cylinder temporarily extends downward from the exhaust port 31 and is connected to a collecting pipe 33 disposed at the lower left portion of the crankcase 13. The collecting pipe 33 contains a catalyst. The exhaust pipe 32 further extends rearwardly from the collecting pipe 33 (exhaust pipe 32A), reversely curves forward, and is arranged at the rear end portion of the muffler 34 that is disposed in the front-rear direction substantially at the center of the crankcase 13 in the vehicle body width direction. Connected. The muffler 34 may be offset to the right in the vehicle body width direction. The exhaust pipe 32 further extends forward from the muffler 34 (exhaust pipe 32B), and reversely curves backward and extends to the rear of the engine 11.

  Furthermore, a lubricating system for supplying lubricating oil to the movable parts of the engine unit 10 and lubricating them is configured. The lubrication system includes a valve gear configured in the crankshaft 12 and the cylinder head 15, and a cam chain, a transmission, and the like that connect them. In this embodiment, a normal oil pump is used for the lubrication system, and the lubricating oil sucked up from the oil pan 17 by this oil pump is supplied to the lubrication system.

  As shown in FIG. 1, an oil pump 35 is disposed below the crankshaft 12 below the crankcase 13 or the transmission case 18. The pump shaft 36 for driving the oil pump 35 and the crankshaft 12 are connected via a chain, that is, the oil pump 35 is rotationally driven in the crankcase 13 using the crankshaft 12 as a power source.

  In the cooling system, a water jacket is formed around the cylinder including the cylinder block 14 so that cooling water circulates. As shown in FIGS. 1-4, the radiator 37 which cools the cooling water supplied to the engine 11 containing a water jacket is equipped. The radiator 37 dissipates the heat of the cooling water that circulates inside by applying the traveling wind, but in this example, as shown in FIG. 3, the radiator 37 has a rectangular shape with a long side in the vehicle body width direction, as described above. From the vicinity of the lower end of the steering head pipe 102 to the vicinity of the front of the cylinder head 15, it is supported by the vehicle body frame 101 in a moderately forward inclined posture. Further, a water pump 38 for circulating cooling water in the cooling system is provided, and the cylinder, the radiator 37 and the water pump 38 are connected to each other by a cooling water hose 39. The method for connecting the cooling water hose 39 will be described later.

  Now, the engine cooling device of the present invention is applied to the above cooling system. In particular, the water pump 38 is an electric type equipped with a driving motor, and is provided separately from the crankcase 13. The drive motor of the water pump 38 can be driven and controlled by the ECU using the on-board battery of the motorcycle 100 as a drive power source.

As shown in FIG. 1, the water pump 38 is arranged such that its pump shaft 40 is separated from the pump shaft 36 of the oil pump 35 in a side view of the vehicle body.
Further, as shown in FIG. 3, the water pump 38 is arranged so that at least a part of the water pump 38 is located inside the outer end of the crankcase 13, the cylinder or the radiator 37 in the vehicle body width direction.

  Here, a specific configuration example of the water pump 38 will be described. 5A and 5B, a plurality of impellers 42 that rotate around the pump shaft 40 are accommodated in the casing 41, and a cooling water inlet 43 is provided at one end of the casing 41. A cooling water discharge port 44 is opened on each end side. An electric motor 45 for driving the pump is integrally coupled to the casing 41 to constitute a water pump unit. In this case, the output shaft 45a of the electric motor 45 is disposed coaxially with the pump shaft 40, and the output shaft 45a is directly connected to the pump shaft 40. Thus, the water pump unit can be made compact by arranging both of them coaxially. Can be configured. It is also possible to connect the output shaft 45a of the electric motor 45 and the pump shaft 40 via a gear having an appropriate speed ratio.

  As shown in FIGS. 1 and 2, the water pump 38 is in front of the crankcase 13 or the cylinder (cylinder block 14 and cylinder head 15) and behind the rear end of the front wheel 102 in a side view of the vehicle body. Is located below the radiator 37.

  As described above, the crankcase 13 includes the balancer shaft housing 24 serving as a balancer shaft holding portion in front of the internal crankshaft 12. The water pump 38 is at least partially overlapped with the balancer shaft housing 24 in the vertical direction, as shown in FIG. 24 is located below.

In this case, the water pump 38 is at least partially overlapped with the balancer shaft housing 24 in the vertical direction, and is positioned in front of the cylinder and below the balancer shaft housing 24 in a side view of the vehicle body.
Further, as shown in FIG. 3, the water pump 38 has a longitudinal direction (the direction of the pump shaft 40) extending substantially parallel to the shaft axis 46 (axis) of the balancer shaft 22 when viewed from the front of the vehicle body. Provided.

  Here, although not shown, the cylinder has a cooling water passage space that covers the periphery of the combustion chamber as a part of the cooling system. As shown in FIG. 3, the cylinder includes a cooling water inlet 47 and an outlet 48 for communicating with the outside of the cylinder from the cooling water passage space. Both the inlet 47 and the outlet 48 are provided on the same one side (right side in this example) in the vehicle body width direction. In this example, as shown in FIG. 3, an inflow port 47 is provided on the lower side and an outflow port 48 is provided on the lower side and located on the front side of the cylinder, and the inflow port 47 and the outflow port 48 are connected to the water. It communicates with the cooling water passage space through the jacket.

  The cooling water discharge port 44 (see FIG. 5B) of the water pump 38 is connected to a cylinder inlet 47 via a cooling water hose 39A for supplying cooling water as shown in FIG. The outflow port 48 of the cylinder is connected to an intake port 49 provided at the upper right end portion of the radiator 37 via a cooling water hose 39B (upper hose). Further, the water supply port 50 provided at the lower left end of the radiator 37 is connected to the cooling water suction port 43 (see FIG. 5B) of the water pump 38 via the cooling water hose 39C (lower hose). The intake port 49 and the water supply port 50 of the radiator 37 are abbreviated by dotted lines in FIG.

  In the above case, in the present invention, in the cylinder block 14 of the cylinder in particular, the cooling water inlet 47 and the outlet 48 that communicate with the outside are provided, and the internal cooling water passage space is formed only by these inlet 47 and outlet 48. The cylinder block 14 communicates with the outside.

  Further, as shown in FIG. 3, the water pump 38 includes a cooling water discharge port 44 on one side and a cooling water suction port 43 on the other side (left side in the present example) in the vehicle body width direction as shown in FIG. 3. . As described above, the cylinder includes both the cooling water inlet 47 and the outlet 48 on one side (right side in this example) in the vehicle body width direction. Further, as described above, the radiator 37 includes the cooling water intake port 49 on the right side which is one side in the vehicle body width direction and the cooling water supply port 50 on the left side which is the other side.

  Further, as described above, the cylinder is provided with the cam chain chamber 26 relating to the valve operating system, and this cam chain chamber 26 is located on the left side, which is the other side in the vehicle body width direction, as abbreviated by a one-dot chain line in FIG. Thus, they are arranged substantially in the vertical direction in parallel with the cylinder axis.

  In the above case, the temperature of the engine 11 around the cooling system, for example, the temperature of the radiator 37, the water jacket, the engine 11 itself, the lubricating oil, or the like is detected by the temperature sensor, and the detection signal is sent to the ECU. In the ECU, the electric motor 45 of the water pump 38 is appropriately driven and controlled based on the temperature detection or measurement result, the engine speed, etc., and the cooling water in the cooling system is circulated and the flow rate can be adjusted. Composed.

  In the engine unit 10 having the above-described engine cooling device, when the engine 11 is started, its temperature gradually increases. By the way, as already described, the situation where the engine 11 needs to be cooled is mainly limited in the case of a high-power engine or a sudden stop after continuous high-load operation. In addition, optimization of cooling is required by controlling the amount of cooling water. When an oil pump drive system is used as in the prior art, proper and precise cooling control cannot always be performed.

  In the engine cooling apparatus of the present invention, the water pump 38 is an electric type driven by an electric motor 45, and its drive system is separated from the oil pump drive system and is driven independently. Therefore, the control of the water pump 38 by the ECU enables more precise control of the coolant flow rate, and the engine 11 can be easily maintained in the optimal cooling state. As a result, the engine output and fuel efficiency are improved by always circulating the coolant at an appropriate flow rate without excess or deficiency.

  Conventionally, in order to use an oil pump drive system, a water pump is arranged side by side with an oil pump at the lower part of the crankcase. On the other hand, in the present invention, the crankcase 13 located at the lower part of the vehicle body can be made compact by separating it from the crankcase 13 and providing it separately, thereby ensuring a large vehicle tilt angle (bank angle). This improves the operability of the vehicle. Further, by making it separate from the crankcase 13, the degree of freedom of arrangement of the water pump 38 is improved and the cooling path can be optimized.

Further, the pump shaft 40 of the water pump 38 is disposed so as to be separated from the pump shaft 36 of the oil pump 35, and at least a part of the pump shaft 40 is disposed inside the outer end of the crankcase 13, the cylinder or the radiator 37. The
Thus, by providing the water pump 38 separately from the crankcase 13 and being separated from the oil pump 35, the crankcase 13 can be made compact particularly in the vehicle body width direction, and the inclination angle of the vehicle can be increased. Since it can be secured, operability is improved. Further, by arranging a part of the water pump 38 so as to be inside the outer end of the crankcase 13, the cylinder or the radiator 37 in the vehicle body width direction, a similar effect can be obtained.

The water pump 38 is located in front of the crankcase 13 or the cylinder and behind the rear end portion of the front wheel 102.
By disposing the water pump 38 in front of the crankcase 13 in this way, the water pump 38 is positioned directly below the radiator 37. Conventionally, the cooling water pipe extending obliquely forward from the side of the crankcase toward the radiator can be shortened only in the longitudinal direction of the vehicle body, improving maintainability and productivity.

Further, the water pump 38 partially overlaps the balancer shaft housing 24 in the vertical direction, and is positioned in front of the crankcase 13 and below the balancer shaft housing 24 in a side view of the vehicle body.
In this manner, the water pump 38 is disposed under the balancer shaft housing 24 that protrudes forward from the crankcase 13 so that the water pump 38 is brought into the front and rear direction with respect to the radiator 37. In addition, it is possible to effectively utilize a place that has conventionally been a space (empty space, ie, a substantial dead space), which is extremely advantageous in terms of layout.

The longitudinal direction (pump shaft 40) of the water pump 38 is provided so as to extend substantially parallel to the shaft shaft 46 of the balancer shaft 23.
Thus, by aligning the axis of the balancer shaft 23 and the longitudinal direction of the water pump 38, the water pump 38 can be disposed so as to lie over the main body portion of the crankcase 13 and the balancer shaft housing 24. As a result, these plural parts are efficiently arranged close to each other to achieve compactness and mass concentration, thereby improving the operability of the vehicle.

In addition, both the coolant inlet and outlet 48 for communicating with the outside of the cylinder from the coolant passage space that covers the periphery of the combustion chamber inside the cylinder are provided on the same side in the vehicle body width direction.
In this manner, the cooling water inlet 47 and the outlet 48 are biased to one side in the cylinder, so that the cooling water pipes extending from the water pump 38 to the radiator 37 through the cylinder, that is, the cooling water hose 39A and the cooling water hose 39B are provided. It can be concentrated on one side, improving maintainability and making the appearance beautiful.

In this case, the cooling water inlet 47 and the outlet 48 are provided in the cylinder block 14, and the cooling water passage space inside the cylinder communicates with the outside of the cylinder block 14 only by the inlet 47 and the outlet 48.
As described above, only the cylinder block 14 is used to enter and exit the cooling water from the engine 11, so that it is not necessary to provide a cooling water passage communicating with the crankcase 13 or the cylinder head 15, and care for cooling water leakage at the joint is necessary. As a result, assembly and maintenance are improved. Furthermore, the manufacture of the crankcase 13 and the cylinder head 15 is facilitated, and the cooling water leak inspection can be omitted, so that productivity is improved.

  In this respect, the components other than the cylinder block 14 can be used in common and can be made compatible with the cylinder block of the conventional air-cooled engine, and the air-cooled engine can be easily water-cooled according to engine performance requirements. . Further, in the cylinder of the engine 11, the cooling water inlet 47 and the outlet 48 are close to each other in the vertical direction of the vehicle body, and the radiator 37 is disposed at substantially the same height. Water piping can be shortened and maintainability is improved. Further, the cooling water pipes are not redundant vertically, and the appearance can be kept beautiful even in a vehicle where the cooling water pipes are exposed.

The water pump 38 has a cooling water discharge port 44 on one side and a cooling water suction port 43 on the other side in the vehicle body width direction, and the cylinder has both a cooling water inlet 47 and an outlet 48. Provided on one side in the vehicle width direction. In addition, the radiator 37 includes a cooling water inlet 49 on one side and a cooling water supply port 50 on the other side in the vehicle width direction.
As shown in FIG. 3, the cooling water hose 39 (cooling water hoses 39 </ b> A to 39 </ b> C) is arranged by disposing the cooling water inlet / outlet of the main part of the cooling system so as to be substantially O (O) shape when viewed from the front of the vehicle body. Does not cross greatly in the width direction of the car body, and the piping is efficient and the appearance is beautiful.

The cam chain chamber 26 is disposed on the left side which is the other side in the vehicle body width direction.
In this way, by providing the cooling water inlet 47 and the outlet 48 of the cylinder block 14 or the cylinder head 15 on the opposite side of the cam chain chamber 26, a cooling water passage extending from the water pump 38 to the radiator 37 through the cylinder. An oil passage extending from the cylinder head 15 through the cylinder block 14 to the crankcase 13 (returning) is disposed as a counter electrode in the vehicle body width direction. Thereby, the shape structure inside the cylinder block 14 can be configured simply, and as a result, the cylinder block 14 becomes compact.

  Next, a second embodiment of the motorcycle engine cooling device according to the present invention will be described. FIG. 6 is a left side view of the engine unit 10 according to the second embodiment, and FIG. 7 is a front view thereof. In the second embodiment of the present invention, as shown in FIG. 6 in particular, the crankcase 13 is provided with an oil cooler 51 for exchanging heat with the engine lubricating oil used in the lubricating system. The pump 35 is configured to be recirculated.

  The oil cooler 51 has a cooling water inlet 52 and an outlet 53, and the oil cooler 51 includes a cooling water passage through which the cooling water flowing in and out of the inlet 52 and the outlet 53 circulates. In this example, the inflow port 52, the outflow port 53, and the cooling water passage are provided on the left side which is the other side in the vehicle body width direction, and the inflow port 52 is connected to the water supply port 50 of the radiator 37 through the cooling water hose 39D. The outlet 53 is connected to the inlet 43 of the water pump 38 via the cooling water hose 39E.

  The cooling water cooled by the radiator 37 flows into the oil cooler 51 via the cooling water hose 39D, and cools the lubricating oil in the oil pan 17 in the process of flowing through the cooling water passage in the oil cooler 51. The lubricating oil cooled by heat exchange with the oil cooler 51 is recirculated by the oil pump 35. At this time, impurities in the lubricating oil are removed by the oil filter 54. The cooling water flowing through the cooling water passage in the oil cooler 51 is sucked into the water pump 38 via the cooling water hose 39E. The oil pump 35 and the oil filter 54 are arranged so as to be substantially aligned in the vehicle body width direction. The oil pump 35 is provided on one side in the vehicle body width direction, and the oil filter 54 is provided on the other side.

  Also for the cooling system for the lubricating oil, the cooling water passage extending from the water pump 38 through the cylinder to the radiator 37 is disposed in the opposite direction in the vehicle body width direction, and the shape structure inside the cylinder block 14 can be simply configured. In addition, the temperature of the lubricating oil is detected, and the water pump 38 is appropriately driven and controlled based on the detection result, that is, the lubricating oil that has become hot is cooled as necessary to achieve efficient cooling of the lubricating oil. can do.

  Next, a third embodiment of the engine cooling device for a motorcycle according to the present invention will be described. FIG. 8 is a left side view of the engine unit 10 according to the third embodiment, and FIG. 9 is a front view thereof. In the third embodiment of the present invention, the crankcase 13 includes a balancer shaft housing 24 that is a balancer shaft holding portion in front of the internal crankshaft 12. In particular, at least a part of the water pump 38 overlaps with the balancer shaft housing 24 in the vertical direction, and is positioned in front of the cylinder (cylinder block 14) and above the balancer shaft housing 24 in a side view of the vehicle body. To do. Other configurations are substantially the same as those in the first embodiment.

  According to the third embodiment of the present invention, as shown in FIG. 8, by providing the water pump 38 in the intermediate region between the cylinder and the radiator 37, the cooling water passage can be arranged and configured substantially in the front-rear direction. Thereby, the cooling water passage for the vertical direction can be shortened, and the maintainability and productivity are improved. In addition, the cooling water piping is not vertically redundant, and the appearance can be kept beautiful even in a vehicle where the piping is exposed.

  In the above-described third embodiment of the present invention, the water pump 38 is preferably located in front of the cylinder and behind the radiator 37 in a side view of the vehicle body, and at least a part of the water pump 38 is viewed in the front view of the vehicle body. 37 is preferably arranged to overlap. Thus, the radiator 37, the water pump 38 and the cylinder are arranged at substantially the same height, the cooling water passage can be configured in the substantially front-rear direction, the cooling water piping for the vertical direction can be shortened, Maintainability and productivity are improved.

Further, in the first to third embodiments of the present invention, the entire water pump 38 is preferably disposed so as to be located inside the outer end of the crankcase 13, the cylinder or the radiator 37 in the vehicle body width direction. .
The water pump 38 is preferably provided in such a manner that its longitudinal direction extends substantially parallel to the axis of the crankshaft 12 or the axis of the balancer shaft 22, but it may be slightly inclined.

As mentioned above, although this invention was demonstrated with various embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention.
In the above-described embodiment, the example in which the constituent members or parts of the engine cooling device are disposed on one side or the other side in the vehicle body width direction has been described. However, they can be disposed and configured in a reverse relationship to the above-described embodiment. .

10 Engine unit, 11 Engine, 12 Crankshaft, 13 Crankcase, 14 Cylinder block, 15 Cylinder head, 16 Cylinder head cover, 17 Oil pan, 18 Transmission case, 19 Counter shaft, 20 Clutch shaft, 21 Drive shaft, 22 Balancer shaft , 23 balancer, 24 balancer shaft housing, 25 camshaft, 26 cam chain chamber, 27 intake port (intake port), 28 throttle body, 29 air cleaner, 30 injector, 31 exhaust port (exhaust port), 32 exhaust pipe, 33 assembly Pipe, 34 Muffler, 35 Oil pump, 36 Pump shaft, 37 Radiator, 38 Water pump, 39 Cooling water hose, 40 Pump shaft, 41 , 42 impeller, 43 suction port, 44 discharge port, 45 electric motor, 45a output shaft, 46 balancer shaft shaft, 47 inlet, 48 outlet, 49 inlet, 50 water inlet, 51 oil cooler, 100 motorcycle.

Claims (11)

Engine cooling of a motorcycle having an engine including a crankcase and a cylinder, a water pump for feeding cooling water to the engine, and a radiator for dissipating heat of cooling water flowing through the interior by applying traveling air A device,
The engine cooling apparatus for a motorcycle, wherein the water pump is an electric type provided with a drive motor, and is provided separately from the crankcase. The water pump is arranged such that the pump shaft is separated from the pump shaft of the oil pump in a side view of the vehicle body,
2. The engine cooling device for a motorcycle according to claim 1, wherein at least a part of the engine is disposed inside an outer end of the crankcase, the cylinder, or the radiator in the vehicle body width direction. .   3. The water pump according to claim 1, wherein the water pump is located in front of the crankcase or the cylinder and behind the rear end of the front wheel and below the radiator in a side view of the vehicle body. Engine cooling system for motorcycles. The crankcase includes a balancer shaft holding portion in front of the internal crankshaft shaft.
The water pump is at least partially overlapped with the balancer shaft holding portion in the vertical direction, and is located in front of the crankcase and below the balancer shaft holding portion in a side view of the vehicle body. The engine cooling device for a motorcycle according to any one of claims 1 to 3. The crankcase includes a balancer shaft holding portion in front of the internal crankshaft shaft.
The water pump is characterized in that at least a part thereof overlaps with the balancer shaft holding part in the vertical direction, and is positioned in front of the cylinder and above the balancer shaft holding part in a side view of the vehicle body. The engine cooling device for a motorcycle according to any one of claims 1 to 3.   The engine cooling device for a motorcycle according to claim 4 or 5, wherein the water pump is provided in such a manner that the longitudinal direction thereof extends substantially parallel to the axis of the balancer shaft when viewed from the front of the vehicle body. . The cylinder includes a cylinder block and a cylinder head, and has a cooling water passage space that covers the periphery of the combustion chamber, and includes a cooling water inlet and a cooling water outlet that communicate with the outside of the cylinder from the cooling water passage space. ,
The engine cooling of a motorcycle according to any one of claims 1 to 6, wherein the cooling water inlet and the cooling water outlet of the cylinder are both provided on the same side in the vehicle body width direction. apparatus.   The engine cooling device for a motorcycle according to claim 7, wherein the cooling water passage space communicates with the outside of the cylinder block only by the cooling water inlet and the cooling water outlet. The water pump has a cooling water discharge port on one side and a cooling water suction port on the other side in the vehicle body width direction when viewed from the front of the vehicle body,
The engine cooling device for a motorcycle according to any one of claims 1 to 8, wherein the radiator includes a cooling water inlet on one side and a cooling water outlet on the other side in the vehicle body width direction.   The engine cooling device for a motorcycle according to any one of claims 1 to 9, wherein the cylinder includes a cam chain chamber on the other side in a vehicle body width direction. An oil cooler that has a cooling water inlet, a cooling water outlet, and a cooling water passage inside the crankcase of the engine and performs heat exchange with engine lubricating oil,
The oil cooler is provided inside the crankcase, and includes the cooling water outlet and the cooling water passage on the other side in the vehicle body width direction,
The engine cooling of a motorcycle according to any one of claims 1 to 10, wherein the cooling water inlet side of the oil cooler is connected to the radiator, and the cooling water outlet side is connected to the water pump. apparatus.

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