JP4566125B2 - Air-cooled internal combustion engine having a sensor for detecting engine state - Google Patents

Air-cooled internal combustion engine having a sensor for detecting engine state Download PDF

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JP4566125B2
JP4566125B2 JP2005376070A JP2005376070A JP4566125B2 JP 4566125 B2 JP4566125 B2 JP 4566125B2 JP 2005376070 A JP2005376070 A JP 2005376070A JP 2005376070 A JP2005376070 A JP 2005376070A JP 4566125 B2 JP4566125 B2 JP 4566125B2
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air
cylinder
internal combustion
cylinder head
combustion engine
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JP2007177676A (en
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賢一郎 掛水
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority to JP2005376070A priority Critical patent/JP4566125B2/en
Priority to TW095140455A priority patent/TW200730718A/en
Priority to KR1020060116826A priority patent/KR100782426B1/en
Priority to MXPA06014375A priority patent/MXPA06014375A/en
Priority to CN2006101659365A priority patent/CN1991147B/en
Priority to ARP060105690A priority patent/AR058715A1/en
Priority to PE2006001683A priority patent/PE20070902A1/en
Priority to CO06128529A priority patent/CO5840278A1/en
Priority to TR2006/07428A priority patent/TR200607428A2/en
Priority to BRPI0605376A priority patent/BRPI0605376B1/en
Publication of JP2007177676A publication Critical patent/JP2007177676A/en
Publication of JP4566125B2 publication Critical patent/JP4566125B2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P1/00—Air cooling
    • F01P1/06—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Exhaust Silencers (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Investigating Or Analyzing Materials By The Use Of Electric Means (AREA)
  • Measuring Temperature Or Quantity Of Heat (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Description

本発明は、機関状態を検出するセンサと、機関本体を囲む冷却風の通風路を形成するシュラウドとを備える空冷式内燃機関に関し、該内燃機関は例えば車両に搭載される。   The present invention relates to an air-cooled internal combustion engine that includes a sensor that detects an engine state and a shroud that forms a ventilation passage for cooling air that surrounds the engine body. The internal combustion engine is mounted on a vehicle, for example.

機関状態としての機関温度を検出するセンサと、機関本体を囲む冷却風の通風路を形成するシュラウドとを備える空冷式内燃機関は知られている（例えば特許文献１参照）。また、機関状態としての排気ガスの性状を検出する排気ガスセンサを備える内燃機関も知られている（例えば特許文献２参照）。
特開２００４−１１４３６号公報 特開２００４−３１６４３０号公報 An air-cooled internal combustion engine that includes a sensor that detects an engine temperature as an engine state and a shroud that forms a ventilation passage for cooling air surrounding the engine body is known (for example, see Patent Document 1). There is also known an internal combustion engine including an exhaust gas sensor that detects a property of exhaust gas as an engine state (see, for example, Patent Document 2).
JP 2004-11436 A JP 2004-316430 A

機関状態を検出するセンサが機関本体を構成するシリンダ、シリンダヘッドまたはヘッドカバーに取り付けられる場合、センサにおいて内燃機関の外部に露出する部分や該露出部分でセンサに接続される電線は、例えば内燃機関が車両用である場合、車体カバーで覆われることにより、異物（例えば車両の走行中に跳ね上げた小石）との衝突などから保護される。また、センサや電線が内燃機関からの熱により過熱されることを防止するために、それらを適度に冷却する必要があることから、センサおよび電線の配置が制約されたり、逆にセンサまたは電線付近に配置される周辺部材の配置が制約されたりすることがある。   When a sensor for detecting an engine state is attached to a cylinder, a cylinder head or a head cover constituting the engine body, a portion of the sensor exposed to the outside of the internal combustion engine and an electric wire connected to the sensor at the exposed portion are, for example, an internal combustion engine In the case of a vehicle, it is protected from collision with a foreign object (for example, a pebble that is flipped up while the vehicle is running) by being covered with a vehicle body cover. Also, in order to prevent the sensors and wires from being overheated by the heat from the internal combustion engine, it is necessary to cool them appropriately, so that the arrangement of the sensors and wires is constrained, or conversely in the vicinity of the sensor or wires. There are cases where the arrangement of the peripheral members arranged on the board is restricted.

本発明は、このような事情に鑑みてなされたものであり、簡単な構造により、センサおよび該センサに接続される電線の保護機能および冷却性が確保され、しかもセンサの配置の自由度が大きい空冷式内燃機関を提供すること、センサに接続される電線の冷却性の一層の向上により、センサの検出精度の向上を図ること、および排気ガスセンサおよび排気浄化用空気の空気通路がコンパクトに配置されたうえで、排気ガスセンサの冷却性および排気浄化用空気による排気浄化性能の向上を図ることを目的とする。 The present invention is state, and are such which has been made in view of the circumstances, the easy single structure, protection and cooling of the electric wire is secured is connected to the sensor and the sensor, yet the degree of freedom of arrangement of the sensor providing an air-cooled internal combustion engine is large, the further improvement in cooling performance of the electric wire connected to the sensor, to improve the detection accuracy of the sensor, and exhaust gas sensor and the air passage of the emission control air An object is to improve the cooling performance of the exhaust gas sensor and the exhaust purification performance by the exhaust purification air after being arranged in a compact manner.

請求項１記載の発明は、機関本体(1,3,4)に取り付けられて機関状態を検出する油温センサ(75)と、前記機関本体を覆うことにより前記機関本体を囲む冷却風の通風路(46)を形成するシュラウド(45)とを備える空冷式内燃機関において、前記機関本体(1,3,4)の動弁室(21)内の潤滑油をクランク室(9)に戻すべく、前記動弁室(21)から、前記機関本体(1,3,4)のシリンダヘッド(3)の周壁(3b)およびシリンダ(1)の周壁(1b)を貫通してクランク室(9)に開放する貫通孔からなる戻り油路(64)が形成され、前記油温センサ(75)は、動弁室(21)内の動弁機構の駆動のためのチェーン室(27)とは反対の側へ向かってクランク軸(7)に沿い延びるように、シリンダ(1)の周壁(1b)に取り付けられ、前記チェーン室(27)のある側とは反対の機関本体の側に、前記通風路(46)に冷却風を送る冷却ファン(49)が配置され、前記油温センサ(75)は、その一端の検出部(75b)とその他端にあって電線(76)が接続される接続部(75c)とを有し、前記検出部(75b)は前記戻り油路(64)内に臨み、前記接続部(75c)および前記接続部(75c)に接続される前記電線(76)が前記通風路(46)に配置され、前記油温センサ(75)の全体は、前記シリンダ(1)の軸線(L2)と前記クランク軸(7)の軸線(L1)を含む平面(H)に直交する方向から見て、前記シリンダ(1)と重なることを特徴とする空冷式内燃機関である。 The invention according to claim 1 is an oil temperature sensor (75) attached to the engine body (1, 3, 4) for detecting the engine state, and a cooling air flow surrounding the engine body by covering the engine body. In an air-cooled internal combustion engine comprising a shroud (45) forming a passage (46), in order to return the lubricating oil in the valve operating chamber (21) of the engine body (1, 3, 4) to the crank chamber (9) From the valve operating chamber (21), the crank chamber (9) passes through the peripheral wall (3b) of the cylinder head (3) of the engine body (1, 3, 4) and the peripheral wall (1b) of the cylinder (1). A return oil passage (64) consisting of a through hole is formed in the valve chamber, and the oil temperature sensor (75) is opposite to the chain chamber (27) for driving the valve operating mechanism in the valve operating chamber (21). It is attached to the peripheral wall (1b) of the cylinder (1) so as to extend along the crankshaft (7) toward the side of the engine body. Cooling fan that sends cooling air to the road (46) (49) is arranged, the oil temperature sensor (75) has a detection part (75b) at one end thereof and a connection part (75c) at the other end to which the electric wire (76) is connected, and the detection part (75b) faces the said return oil passage (64) within said connecting portion (75c) said wire (76) to and connected to the connecting portion (75c) disposed in said air passage (46), wherein The entire oil temperature sensor (75) is viewed from the direction perpendicular to the plane (H) including the axis (L2) of the cylinder (1) and the axis (L1) of the crankshaft (7). Is an air-cooled internal combustion engine characterized by overlapping with

これによれば、センサおよび電線はシュラウド内に配置されるので、異物との衝突や接触などから保護される。そして、シュラウド45の外部にセンサが配置されることにより該センサと該センサの付近の周辺部品との間で配置の制約が生じる技術とは異なり、シュラウドの外部に配置される部材によりセンサおよび電線の配置が制約されることがなく、逆に該部材の配置を制約することもない。また、通風路に配置されたセンサおよび電線は、シュラウド内で冷却風により冷却されるので、内燃機関からの熱による過熱が防止される。
また、冷却ファンによる冷却風で強制空冷される内燃機関において、機関本体を冷却する前の冷却風により電線が効果的に冷却されるので、内燃機関からの熱による電線の温度上昇に起因する電気抵抗の変化が抑制される。 According to this, since the sensor and the electric wire are arranged in the shroud, they are protected from collision and contact with a foreign object. Unlike the technology in which the arrangement of the sensor outside the shroud 45 causes a restriction on the arrangement between the sensor and peripheral components in the vicinity of the sensor, the sensor and the electric wire are arranged by a member arranged outside the shroud. The arrangement of the members is not restricted, and conversely, the arrangement of the members is not restricted. Further, since the sensor and the electric wire arranged in the ventilation path are cooled by the cooling air in the shroud, overheating due to heat from the internal combustion engine is prevented.
In addition, in an internal combustion engine that is forced-air-cooled with cooling air from a cooling fan, the electric wire is effectively cooled by the cooling air before cooling the engine body. Resistance change is suppressed.

請求項２記載の発明は、請求項１記載の空冷式内燃機関において、前記シリンダヘッド(3)の排気ポート(14)を挟んで、前記シリンダヘッド(3)に取り付けられた酸素濃度センサ(70)と、前記シリンダヘッド(3)と一体の通路形成部(83)が設けられ、前記通路形成部(83)には、空気供給管(82)を介して排気浄化用空気が供給される空気通路(84)が形成され、前記酸素濃度センサ(70)は、排気ポート(14)の冷却風上流側に、前記通路形成部(83)は排気ポート(14)の冷却風下流側にそれぞれ配置されたことを特徴とする。 According to a second aspect of the present invention, in the air-cooled internal combustion engine according to the first aspect, an oxygen concentration sensor (70) attached to the cylinder head (3) across the exhaust port (14) of the cylinder head (3). ) And a passage forming portion (83) integral with the cylinder head (3), and the passage forming portion (83) is supplied with exhaust purification air through an air supply pipe (82). A passage (84) is formed, the oxygen concentration sensor (70) is disposed on the cooling air upstream side of the exhaust port (14), and the passage forming portion (83) is disposed on the cooling air downstream side of the exhaust port (14). It is characterized by that.

請求項３記載の発明は、請求項２記載の空冷式内燃機関において、前記油温センサ(75)および前記酸素濃度センサ(70)は、シリンダヘッド(3)およびシリンダ(1)の下面を形成するシリンダ下側周壁(3b)およびシリンダヘッド下側周壁(1b)に、互いにほぼ平行に、シリンダ軸線(L2)方向に並び、かつシリンダ軸線(L2)方向に見て互いに重なる位置に配置されることを特徴とする。According to a third aspect of the present invention, in the air-cooled internal combustion engine according to the second aspect, the oil temperature sensor (75) and the oxygen concentration sensor (70) form a lower surface of the cylinder head (3) and the cylinder (1). The cylinder lower peripheral wall (3b) and the cylinder head lower peripheral wall (1b) are arranged substantially parallel to each other, aligned in the cylinder axis (L2) direction, and overlapped with each other when viewed in the cylinder axis (L2) direction. It is characterized by that.

請求項１記載の発明によれば、次の効果が奏される。すなわち、空冷式内燃機関において、シュラウドを利用することで、簡単な構造により、センサおよび該センサに接続される電線の保護機能および冷却性が確保され、しかもセンサおよび電線の配置の自由度が大きくなる。
また、センサに接続される電線の冷却性が一層向上することにより、電気抵抗の変化が抑制されるので、センサの検出精度が向上する。
請求項２記載の発明によれば、引用された請求項記載の発明の効果に加えて、次の効果が奏される。すなわち、酸素濃度センサは排気ポートよりも冷却風の上流の位置に取り付けられ、排気ポートよりも冷却風の下流の位置には排気ポートに排気浄化用空気を導く空気通路が設けられることにより、酸素濃度センサおよび空気通路を排気ポートに近接して配置することができる。しかも、酸素濃度センサは排気ポートの排気ガスにより加熱される前の冷却風により効果的に冷却され、空気通路を流通する排気浄化用空気については、空気通路が形成される通路形成部が排気ポート付近のシリンダヘッドを冷却した後の、排気ガスにより加熱された冷却風に曝されることにより、その温度の低下が抑制または防止されるので、排気ガス中の未燃成分と排気浄化用空気との反応が促進される。その結果、酸素濃度センサおよび排気浄化用空気の空気通路がコンパクトに配置されたうえで、酸素濃度センサの冷却性が向上し、さらに排気浄化用空気による排気浄化性能が向上する。
請求項３記載の発明によれば、引用された請求項記載の発明の効果に加えて、次の効果が奏される。すなわち、油温センサと酸素濃度センサがシリンダとシリンダヘッドの壁面に沿ってコンパクトに配置される。 According to invention of Claim 1, the following effect is show | played. That is, in an air-cooled internal combustion engine, by using a shroud, the protection function and cooling performance of the sensor and the electric wire connected to the sensor are ensured by a simple structure, and the degree of freedom of arrangement of the sensor and the electric wire is large. Become.
Moreover, since the cooling property of the electric wire connected to the sensor is further improved, the change in electric resistance is suppressed, so that the detection accuracy of the sensor is improved.
According to invention of Claim 2 , in addition to the effect of the invention of the cited claim, there exists the following effect. That is, the oxygen concentration sensor is attached to a position upstream of the cooling air from the exhaust port, and an oxygen passage is provided at a position downstream of the cooling air from the exhaust port to guide the exhaust purification air to the exhaust port. A concentration sensor and an air passage can be positioned proximate to the exhaust port. Moreover, the oxygen concentration sensor is effectively cooled by the cooling air before being heated by the exhaust gas of the exhaust port, and for the exhaust purification air flowing through the air passage, the passage forming portion where the air passage is formed is the exhaust port. Exposure to cooling air heated by exhaust gas after cooling a nearby cylinder head suppresses or prevents a decrease in temperature, so that unburned components in exhaust gas, exhaust purification air, The reaction of is promoted. As a result, the oxygen concentration sensor and the air passage for the exhaust purification air are arranged in a compact manner, the cooling performance of the oxygen concentration sensor is improved, and the exhaust purification performance by the exhaust purification air is further improved.
According to invention of Claim 3, in addition to the effect of the invention of the cited claim, there exist the following effects. That is, the oil temperature sensor and the oxygen concentration sensor are arranged compactly along the cylinder and the wall surface of the cylinder head.

以下、本発明の実施形態を図１〜図６を参照して説明する。
図１，図２を参照すると、本発明が適用された空冷式内燃機関Ｅは、Ｖベルト式自動変速機Ｍを備える動力伝達装置と共に車両としての自動二輪車に搭載される。
クランク軸７の回転中心線Ｌ１が左右方向を指向する横置き配置で車体に支持される内燃機関Ｅは、単気筒４ストローク内燃機関であり、シリンダ１と、シリンダ軸線Ｌ２の方向（以下、「シリンダ軸線方向」という。）でシリンダ１のクランク軸７側に結合されるクランクケース２と、シリンダ軸線方向でシリンダ１の反クランク軸７側に結合されるシリンダヘッド３と、シリンダヘッド３に結合されるヘッドカバー４とから構成される機関本体を備える。シリンダ１、クランクケース２、シリンダヘッド３およびヘッドカバー４は、熱の良導体である材料としての金属、例えばアルミニウム合金により形成されている。 Embodiments of the present invention will be described below with reference to FIGS.
1 and 2, an air-cooled internal combustion engine E to which the present invention is applied is mounted on a motorcycle as a vehicle together with a power transmission device including a V-belt type automatic transmission M.
An internal combustion engine E supported by a vehicle body in a horizontal arrangement in which the rotation center line L1 of the crankshaft 7 is oriented in the left-right direction is a single-cylinder four-stroke internal combustion engine, and the direction of the cylinder 1 and the cylinder axis L2 (hereinafter, “ "Cylinder axial direction") is coupled to the crankshaft 7 side of the cylinder 1, the cylinder head 3 is coupled to the cylinder 1 in the cylinder axial direction opposite to the crankshaft 7, and the cylinder head 3 is coupled. The engine main body comprised from the head cover 4 to be provided. The cylinder 1, the crankcase 2, the cylinder head 3 and the head cover 4 are formed of a metal as a material that is a good conductor of heat, such as an aluminum alloy.

なお、この実施形態において、上下、前後および左右は、それぞれ、内燃機関Ｅが備えられる機器としての自動二輪車を基準にしたときの上下、前後および左右を意味するものとし、軸方向は、クランク軸７の回転中心線Ｌ１に平行な方向を意味する。また、左方および右方の一方を、軸方向での一方とするとき、左方および右方の他方は、軸方向での他方である。   In this embodiment, up, down, front and back, and left and right mean up and down, front and back, and left and right, respectively, when a motorcycle as a device provided with the internal combustion engine E is used as a reference. 7 means a direction parallel to the rotation center line L1. When one of the left side and the right side is one in the axial direction, the other of the left side and the right side is the other in the axial direction.

シリンダ１は、シリンダ軸線Ｌ２が前方に向かってやや斜め上方に指向するように、水平面に対してやや上向きに傾斜した状態で、車体に配置される。シリンダ１のシリンダ孔１ａにはピストン５が往復運動可能に嵌合し、該ピストン５がコンロッド６を介して連結されるクランク軸７は、玉軸受からなる１対の主軸受８を介してクランクケース２に回転可能に支持される。クランク軸７が収容されるクランク室９を形成する左右割りのクランクケース２は、左ケース半体２ａと右ケース半体２ｂとから構成される。
シリンダヘッド３は、シリンダ１およびシリンダヘッド３に設けられた挿通孔10（図４，図６参照）に挿通される複数の、ここでは４つのヘッドボルト11（図６参照）によりクランクケース２にシリンダ１と共締めされる。 The cylinder 1 is disposed on the vehicle body in a state where the cylinder axis L2 is inclined slightly upward with respect to the horizontal plane so that the cylinder axis L2 is directed slightly upward toward the front. A piston 5 is fitted into the cylinder hole 1a of the cylinder 1 so as to be able to reciprocate, and a crankshaft 7 to which the piston 5 is connected via a connecting rod 6 is cranked via a pair of main bearings 8 comprising ball bearings. The case 2 is rotatably supported. The left and right split crankcase 2 forming the crank chamber 9 in which the crankshaft 7 is accommodated is composed of a left case half 2a and a right case half 2b.
The cylinder head 3 is attached to the crankcase 2 by a plurality of (here, four) head bolts 11 (see FIG. 6) that are inserted into the cylinder 1 and through holes 10 (see FIGS. 4 and 6) provided in the cylinder head 3. It is fastened together with the cylinder 1.

シリンダヘッド３には、シリンダ軸線方向でピストン５と対向する燃焼室12と、燃焼室12に開口する吸気ポート13および排気ポート14とが形成され、点火プラグ15が燃焼室12に臨んで装着される。そして、シリンダヘッド３に設けられる吸気弁16および排気弁17は、動弁用伝動機構18を介して伝達されるクランク軸７の動力により回転駆動されるカム軸22を備える動弁装置20により開閉駆動され、クランク軸７の回転に同期して、吸気ポート13および排気ポート14をそれぞれ開閉する。   The cylinder head 3 is formed with a combustion chamber 12 facing the piston 5 in the cylinder axial direction, an intake port 13 and an exhaust port 14 opening to the combustion chamber 12, and a spark plug 15 is mounted facing the combustion chamber 12. The The intake valve 16 and the exhaust valve 17 provided in the cylinder head 3 are opened and closed by a valve gear 20 including a cam shaft 22 that is rotationally driven by the power of the crankshaft 7 transmitted through the valve gear transmission mechanism 18. Driven, the intake port 13 and the exhaust port 14 are opened and closed in synchronization with the rotation of the crankshaft 7.

シリンダヘッド３およびヘッドカバー４により形成される動弁室21に収容される動弁装置20は、シリンダヘッド３に軸受を介して回転可能に支持されるカム軸22と、カム軸22に設けられる吸気カム22ａおよび排気カム22ｂによりそれぞれ駆動されてロッカ軸23，24をそれぞれ中心にして揺動する吸気ロッカアーム25および排気ロッカアーム26とを備える。
伝動機構18は、左の主軸受８を貫通してクランク室９の左方に突出するクランク軸７の左の軸端部７ａに設けられる駆動スプロケット18ａと、カム軸22の軸端部に設けられる被動スプロケット18ｂと、両スプロケット18ａ，18ｂに掛け渡される無端伝動帯としての無端のチェーン18ｃとから構成される。両スプロケット18ａ，18ｂおよびチェーン18ｃは、シリンダ１、シリンダヘッド３、ヘッドカバー４および左ケース半体２ａにより形成されると共に動弁室21およびクランク室９に連通する伝動室としてのチェーン室27に収納される。 A valve operating device 20 accommodated in a valve operating chamber 21 formed by the cylinder head 3 and the head cover 4 includes a cam shaft 22 that is rotatably supported by the cylinder head 3 via a bearing, and an intake air provided on the cam shaft 22. An intake rocker arm 25 and an exhaust rocker arm 26 that are driven by a cam 22a and an exhaust cam 22b and swing around rocker shafts 23 and 24, respectively, are provided.
The transmission mechanism 18 is provided at the shaft end portion of the camshaft 22 and the drive sprocket 18a provided at the left shaft end portion 7a of the crankshaft 7 that protrudes to the left of the crank chamber 9 through the left main bearing 8. Driven sprocket 18b, and an endless chain 18c as an endless transmission belt spanned between the two sprockets 18a and 18b. Both sprockets 18a and 18b and the chain 18c are formed in a chain chamber 27 as a transmission chamber formed by the cylinder 1, the cylinder head 3, the head cover 4 and the left case half 2a and communicating with the valve chamber 21 and the crank chamber 9. Is done.

軸方向（左右方向でもある。）でチェーン室27を挟んでクランク室９の左方には、Ｖベルト30が掛け渡されると共に遠心ウエイト31ａにより機関回転速度に応じて巻き掛け半径が変更される駆動プーリ31および被動プーリ（図示されず）を備える変速機Ｍが収納されるミッション室33が形成される。ミッション室33を形成するミッションケース32は、左ケース半体２ａから構成されるケース本体32ａと、ケース本体32ａの左側に多数のボルトにより結合されるカバー32ｂとから構成される。左ケース半体２ａを貫通して左方に突出する軸端部７ａは駆動プーリ31の駆動軸を構成する。   On the left side of the crank chamber 9 across the chain chamber 27 in the axial direction (also in the left-right direction), a V belt 30 is stretched and the winding radius is changed by the centrifugal weight 31a according to the engine rotational speed. A transmission chamber 33 in which a transmission M including a driving pulley 31 and a driven pulley (not shown) is accommodated is formed. The mission case 32 forming the mission chamber 33 is composed of a case main body 32a composed of the left case half 2a and a cover 32b joined to the left side of the case main body 32a by a large number of bolts. A shaft end 7 a that penetrates the left case half 2 a and protrudes to the left constitutes a drive shaft of the drive pulley 31.

内燃機関Ｅの吸気装置は、エアクリーナからの吸入空気の流量を制御するスロットル弁が設けられるスロットルボディ（図示されず）とシリンダヘッド３の吸気ポート13側とを接続する吸気管35とを備える。吸気管35には、前記吸気装置の吸気通路を流通する吸入空気に燃料を供給して混合気を形成する混合気形成手段としての燃料噴射弁36が取り付けられる（図３も参照）。
燃料噴射弁36から吸気ポート13を指向して噴射された燃料は、混合気となって吸気弁16の開弁時に吸気ポート13を経て燃焼室12に流入して、燃焼室12で点火プラグ15により点火されて燃焼する。そして、発生する燃焼ガスの圧力により駆動されて往復運動するピストン５がコンロッド６を介してクランク軸７を回転駆動する。燃焼ガスは、排気ガスとして排気弁17の開弁時に排気ポート14を経て排気管38を備える排気装置を通じて内燃機関Ｅの外部に排出される。
そして、クランク軸７の動力は、変速機Ｍで機関回転速度に応じて自動的に変速された後、終減速機構を介して駆動輪としての後輪に伝達されて、該後輪が回転駆動される。 The intake device of the internal combustion engine E includes an intake pipe 35 that connects a throttle body (not shown) provided with a throttle valve for controlling the flow rate of intake air from the air cleaner and the intake port 13 side of the cylinder head 3. A fuel injection valve 36 is attached to the intake pipe 35 as an air-fuel mixture forming means for supplying fuel to intake air flowing through the intake passage of the intake device to form an air-fuel mixture (see also FIG. 3).
The fuel injected from the fuel injection valve 36 toward the intake port 13 becomes an air-fuel mixture and flows into the combustion chamber 12 through the intake port 13 when the intake valve 16 is opened. Is ignited and burned. The piston 5 driven by the pressure of the generated combustion gas and reciprocatingly drives the crankshaft 7 through the connecting rod 6. The combustion gas is exhausted to the outside of the internal combustion engine E as exhaust gas through the exhaust port 14 through the exhaust port 14 when the exhaust valve 17 is opened.
The power of the crankshaft 7 is automatically shifted according to the engine rotational speed by the transmission M, and then transmitted to the rear wheels as drive wheels via the final reduction mechanism, and the rear wheels are rotationally driven. Is done.

図１，図３を参照すると、クランク室９の右方には、交流発電機39と、外気を吸引して前記機関本体を強制空冷する冷却風を発生させる冷却ファン40とが収納されるファン室41が形成される。ファン室41は右ケース半体２ｂと冷却ファン40を右方から覆うファンカバー42とにより形成される。クランク軸７により駆動される交流発電機39および冷却ファン40は、右ケース半体２ｂを貫通して右方に突出しファン室41内で延びるクランク軸７の右の軸端部７ｂに取り付けられる。   1 and 3, on the right side of the crank chamber 9, an AC generator 39 and a cooling fan 40 that sucks outside air and generates cooling air that forcibly air-cools the engine body are housed. A chamber 41 is formed. The fan chamber 41 is formed by a right case half 2b and a fan cover 42 that covers the cooling fan 40 from the right side. The AC generator 39 and the cooling fan 40 driven by the crankshaft 7 are attached to the right shaft end portion 7b of the crankshaft 7 that protrudes rightward through the right case half 2b and extends in the fan chamber 41.

図１，図３を参照すると、内燃機関Ｅに備えられて右ケース半体２ｂに複数のボルト43により結合される合成樹脂製のファンカバー42は、ファン室41において外気が流入する吸入口41ａを形成する円筒状の空気吸入部42ａを有する。空気吸入部42ａの内側には吸引された空気が軸方向に流れるように整流するルーバ42ｂが配置される。冷却ファン40により圧送された空気は、ファン室41の出口であって、冷却ファン40の径方向外方に、かつシリンダ軸線方向でシリンダ１側に開口する送風口41ｂから、冷却風として、後述する通風路46に送られる。   Referring to FIGS. 1 and 3, a synthetic resin fan cover 42 provided in the internal combustion engine E and coupled to the right case half 2 b by a plurality of bolts 43 includes an inlet 41 a through which outside air flows in the fan chamber 41. A cylindrical air suction portion 42a is formed. A louver 42b that rectifies the sucked air to flow in the axial direction is disposed inside the air suction portion 42a. The air pressure-fed by the cooling fan 40 is an outlet of the fan chamber 41 and is described later as cooling air from a blower port 41b that opens radially outward of the cooling fan 40 and toward the cylinder 1 in the cylinder axial direction. Sent to the ventilation path 46.

併せて図２，図４を参照すると、内燃機関Ｅに備えられるシュラウド45は、前記機関本体を構成するシリンダ１およびシリンダヘッド３の全体を覆うことにより、シリンダ１およびシリンダヘッド３を囲む冷却風の通風路46を形成する。より具体的には、シュラウド45は、シリンダ軸線Ｌ２周りでシリンダ１およびシリンダヘッド３を全周に渡って覆い、かつシリンダ軸線方向でシリンダ１およびシリンダヘッド３をその全長に渡って覆う。シリンダ１およびシリンダヘッド３の外面には、それぞれ、冷却風によるシリンダ１およびシリンダヘッド３の冷却効果を高めるために多数の冷却フィン１ｆ，３ｆが設けられる。   2 and 4 together, the shroud 45 provided in the internal combustion engine E covers the whole of the cylinder 1 and the cylinder head 3 constituting the engine body, so that the cooling air surrounding the cylinder 1 and the cylinder head 3 is covered. The ventilation path 46 is formed. More specifically, the shroud 45 covers the cylinder 1 and the cylinder head 3 over the entire circumference around the cylinder axis L2, and covers the cylinder 1 and the cylinder head 3 over the entire length in the cylinder axis direction. A large number of cooling fins 1 f and 3 f are provided on the outer surfaces of the cylinder 1 and the cylinder head 3 in order to enhance the cooling effect of the cylinder 1 and the cylinder head 3 by the cooling air, respectively.

合成樹脂製のシュラウド45は、シリンダ軸線Ｌ２にほぼ平行な分割面により２つに分割される第１シュラウド部分としての上側シュラウド部分45ａおよび第２シュラウド部分としての下側シュラウド部分45ｂとから構成される。そして、爪47を有する係止構造およびネジ48により両シュラウド部分45ａ，45ｂが互いに結合され、各シュラウド部分45ａ，45ｂがファンカバー42にネジ49により結合され、下シュラウド部分45ｂがボルト50により左ケース半体２ａに結合され、さらにヘッドカバー４がシュラウド45から前方に突出するための開口51を規定する各シュラウド部分45ａ，45ｂの縁部45a1，45b1がシリンダヘッド３の鍔部３ａに嵌合することにより、シュラウド45が前記機関本体に取り付けられる。   The shroud 45 made of synthetic resin is composed of an upper shroud portion 45a as a first shroud portion and a lower shroud portion 45b as a second shroud portion which are divided into two by a split surface substantially parallel to the cylinder axis L2. The The shroud portions 45a and 45b are coupled to each other by a locking structure having a claw 47 and a screw 48, the shroud portions 45a and 45b are coupled to the fan cover 42 by a screw 49, and the lower shroud portion 45b is left by a bolt 50. Edges 45a1 and 45b1 of the shroud portions 45a and 45b that are coupled to the case half 2a and further define an opening 51 for the head cover 4 to protrude forward from the shroud 45 are fitted into the flange 3a of the cylinder head 3. Thus, the shroud 45 is attached to the engine body.

シュラウド45には、その前面で両シュラウド部分45ａ，45ｂに跨って設けられる開口51のほかに、その右面で両シュラウド部分45ａ，45ｂに跨って設けられて点火プラグ15に装着されるプラグキャップ19が挿通される開口52、その上面で上シュラウド部分45ａに設けられて吸気管35が挿通される開口53、その下面で下シュラウド部分45ｂに設けられて排気管38および後述する通路形成部83が挿通される開口54、および左面で下シュラウド部分45ｂに設けられて右方に向かって開放する排風口55がある。   In addition to the opening 51 provided on the shroud 45 across the shroud portions 45a and 45b on the front surface, the plug cap 19 is provided on the right side of the shroud 45 over the shroud portions 45a and 45b and attached to the spark plug 15. Is provided in the upper shroud portion 45a on the upper surface thereof, the opening 53 through which the intake pipe 35 is inserted, and the lower surface thereof is provided in the lower shroud portion 45b. The exhaust pipe 38 and a passage forming portion 83 to be described later are provided. There is an opening 54 to be inserted, and an exhaust port 55 provided in the lower shroud portion 45b on the left side and opening toward the right.

冷却ファン40からの冷却風は、冷却ファン40の径方向外方で、かつ冷却ファン40の回転方向の成分を有してファン室41の送風口41ｂから通風路46に流入し（図３には、冷却風のおおよその流れが破線の矢印で示されている。）、通風路46内でシリンダ１およびシリンダヘッド３の周囲を流れてそれらを冷却し、その後、排風口55からシュラウド45の外部に排出される。冷却風は、排気管38を指向して排風口55から流出し、排気管38を冷却する。   Cooling air from the cooling fan 40 flows into the ventilation path 46 from the blower port 41b of the fan chamber 41 with a component in the radial direction outside the cooling fan 40 and in the rotational direction of the cooling fan 40 (see FIG. 3). , The approximate flow of the cooling air is indicated by broken arrows.), The air flows around the cylinder 1 and the cylinder head 3 in the ventilation passage 46 to cool them, and then the air flow from the air outlet 55 to the shroud 45 It is discharged outside. The cooling air flows toward the exhaust pipe 38 and flows out from the exhaust port 55 to cool the exhaust pipe 38.

図１を参照すると、軸端部７ｂには、右の主軸受８と交流発電機39との間に内燃機関Ｅの潤滑系統を構成するオイルポンプ（図示されず）を駆動する駆動ギヤ60が設けられる。該オイルポンプは、駆動ギヤ60を含むギヤ対により構成される伝動機構を介して伝達されるクランク軸７の動力により駆動されて、クランクケース２の底部により構成されるオイル貯留部から汲み上げた潤滑油を、多数の油路を通じて主軸受８、クランク軸７および動弁装置20をはじめとする内燃機関Ｅの潤滑部位に供給する。   Referring to FIG. 1, a drive gear 60 that drives an oil pump (not shown) that constitutes a lubrication system of the internal combustion engine E is disposed between the right main bearing 8 and the AC generator 39 at the shaft end 7 b. Provided. The oil pump is driven by the power of the crankshaft 7 transmitted through a transmission mechanism constituted by a gear pair including a drive gear 60, and lubricated from an oil reservoir constituted by the bottom of the crankcase 2. Oil is supplied to lubricated parts of the internal combustion engine E including the main bearing 8, the crankshaft 7, and the valve gear 20 through a number of oil passages.

図２，図４〜図６を参照すると、シリンダヘッド３に設けられる動弁装置20には、前記オイルポンプから吐出された潤滑油が、挿通孔10ａを利用して形成された油路61を流通し、油路61の一部の潤滑油がヘッドカバー４に形成された油路62（図２参照）に導かれて、油路62の噴口62ａから動弁室21内に噴出すると共に、油路61の残りの潤滑油がロッカ軸23内の油路63（図２参照）から吸気ロッカアーム25との摺動部を通って動弁室21内に噴出して、動弁装置20などの動弁室21内の潤滑部位に供給される。該潤滑部位を潤滑した後の潤滑油は、動弁室21からシリンダヘッド３の下側周壁３ｂおよびシリンダ１の下側周壁１ｂを貫通してクランク室９に開放する貫通孔からなる戻り油路64（図４も参照）を流下してクランク室９に流入し、前記オイル貯留部に戻る。   Referring to FIGS. 2 and 4 to 6, in the valve operating device 20 provided in the cylinder head 3, the lubricating oil discharged from the oil pump has an oil passage 61 formed by using the insertion hole 10 a. A portion of the lubricating oil in the oil passage 61 is introduced into the oil passage 62 (see FIG. 2) formed in the head cover 4 and ejected from the nozzle 62a of the oil passage 62 into the valve chamber 21. The remaining lubricating oil in the passage 61 is ejected from the oil passage 63 (see FIG. 2) in the rocker shaft 23 through the sliding portion with the intake rocker arm 25 and into the valve chamber 21, It is supplied to the lubrication part in the valve chamber 21. The lubrication oil after lubricating the lubrication part passes through the valve chamber 21 through the lower peripheral wall 3b of the cylinder head 3 and the lower peripheral wall 1b of the cylinder 1 and returns to the crank chamber 9 to return oil passages. 64 (see also FIG. 4) flows down into the crank chamber 9 and returns to the oil reservoir.

図１〜図６を参照すると、内燃機関Ｅは、機関状態を検出するセンサとして、シリンダヘッド３に取り付けられて機関状態としての排気ガスの性状を排気ポート14において検出する排気ガスセンサ、例えば排気ガス中の酸素濃度を検出する酸素濃度センサ70と、機関状態としての機関温度を検出する温度センサとして、潤滑油の温度を検出する油温センサ75とを備える。   1 to 6, an internal combustion engine E is an exhaust gas sensor, for example, an exhaust gas, which is attached to the cylinder head 3 and detects the property of exhaust gas as an engine state at an exhaust port 14 as a sensor for detecting the engine state. And an oil temperature sensor 75 for detecting the temperature of the lubricating oil as a temperature sensor for detecting the engine temperature as the engine state.

酸素濃度センサ70は、シリンダヘッド３において排気ポート14の出口14ａ付近の下側周壁３ｂに取り付けられる。ほぼ柱状で軸方向にほぼ平行に配置される酸素濃度センサ70は、シリンダヘッド３にねじ込まれて取り付けられるネジ部からなる取付部70ａと、シリンダヘッド３の内部に位置して排気ポート14内に臨む検出部70ｂと、検出信号を制御装置に伝達する電線71が接続される接続部70ｃとを有する。電線71の先端に設けられた接続部としてのカプラー72が接続される接続部70ｃは、シュラウド45より覆われた状態で、シリンダ１から露出して通風路46に配置される。   The oxygen concentration sensor 70 is attached to the lower peripheral wall 3 b near the outlet 14 a of the exhaust port 14 in the cylinder head 3. The oxygen concentration sensor 70, which is substantially columnar and arranged substantially parallel to the axial direction, has a mounting portion 70a composed of a screw portion that is screwed into the cylinder head 3 and is mounted inside the cylinder head 3 and is located in the exhaust port 14. And a connecting portion 70c to which an electric wire 71 for transmitting a detection signal to the control device is connected. A connection portion 70 c to which a coupler 72 as a connection portion provided at the tip of the electric wire 71 is connected is exposed from the cylinder 1 and disposed in the ventilation path 46 while being covered by the shroud 45.

油温センサ75は、排気ポート14の出口14ａが開口する側のシリンダ１の下側周壁１ｂに取り付けられる。ほぼ柱状で軸方向にほぼ平行に配置される油温センサ75は、シリンダ１にねじ込まれて取り付けられるネジ部からなる取付部75ａと、シリンダ１の内部に位置して戻り油路64に臨む検出部75ｂと、検出信号を前記制御装置に伝達する電線76が接続される接続部75ｃとを有する。電線76の先端に設けられた接続部としてのカプラー77が接続される接続部75ｃは、シュラウド45により覆われた状態で、シリンダ１から露出して通風路46に配置される。   The oil temperature sensor 75 is attached to the lower peripheral wall 1b of the cylinder 1 on the side where the outlet 14a of the exhaust port 14 opens. The oil temperature sensor 75, which is substantially columnar and arranged substantially parallel to the axial direction, has a mounting portion 75a consisting of a screw portion screwed into the cylinder 1 and a detection facing the return oil passage 64 located inside the cylinder 1. Part 75b and a connection part 75c to which an electric wire 76 for transmitting a detection signal to the control device is connected. A connection portion 75 c to which a coupler 77 as a connection portion provided at the tip of the electric wire 76 is connected is exposed from the cylinder 1 and disposed in the ventilation path 46 while being covered with the shroud 45.

さらに、油温センサ75は軸方向で検出部75ｂからチェーン室27とは反対側に延びて配置され、しかも平面Ｈ（図６参照）に直交する方向から見て、油温センサ75の全体がシリンダ１と重なる（図１参照）。このため、油温センサ75は軸方向でシリンダ１から軸方向に突出することがなく、シリンダ１に対してコンパクトに配置される。ここで、平面Ｈとは、シリンダ軸線Ｌ２を含むと共に、回転中心線Ｌ１に平行な、または回転中心線Ｌ１を含む平面である。   Further, the oil temperature sensor 75 is arranged to extend in the axial direction from the detecting portion 75b to the opposite side of the chain chamber 27, and when viewed from a direction orthogonal to the plane H (see FIG. 6), the entire oil temperature sensor 75 is It overlaps with the cylinder 1 (see FIG. 1). For this reason, the oil temperature sensor 75 does not protrude in the axial direction from the cylinder 1 in the axial direction, and is disposed compactly with respect to the cylinder 1. Here, the plane H is a plane including the cylinder axis L2 and parallel to the rotation center line L1 or including the rotation center line L1.

各センサ70，75において、接続部70ｃ，75ｃは、検知部70ｂ，75ｂに対して軸方向で軸端部７ｂに設けられた冷却ファン40寄りに位置する。このため、接続部70ｃ，75ｃは各センサ70，75において冷却風の上流に位置する。   In each sensor 70, 75, the connecting portions 70c, 75c are positioned closer to the cooling fan 40 provided in the shaft end portion 7b in the axial direction than the detecting portions 70b, 75b. For this reason, the connection parts 70c and 75c are located upstream of the cooling air in the sensors 70 and 75.

酸素濃度センサ70および油温センサ75は、平面Ｈに対して排気ポート14の出口14ａが開口する側の前記機関本体の部分、この実施形態ではそれぞれシリンダヘッド３およびシリンダ１の下面を形成する下側周壁３ｂ，１ｂに、互いにほぼ平行に、シリンダ軸線方向に並んで配置される（図１参照）。そして、両センサ70，75は、シリンダ軸線方向から見て重なる位置にある（図６参照）。   The oxygen concentration sensor 70 and the oil temperature sensor 75 are parts of the engine main body on the side where the outlet 14a of the exhaust port 14 opens with respect to the plane H, in this embodiment, the lower side of the cylinder head 3 and the cylinder 1 respectively. The side peripheral walls 3b and 1b are arranged substantially parallel to each other and aligned in the cylinder axial direction (see FIG. 1). Both sensors 70 and 75 are in a position where they overlap when viewed from the cylinder axis direction (see FIG. 6).

各電線71，76は、接続部70ｃ，75ｃから通風路46を横切って冷却ファン40に近づく方向に軸方向に延びて、両シュラウド部分45ａ，45ｂの切欠き部に嵌合して保持されるグロメット79を貫通してシュラウド45の外部に延出し、前記制御装置に接続される。それゆえ、各電線71，76は、シリンダ１およびシリンダヘッド３よりも冷却風の上流に配置される。このため、各電線71，76は、シリンダ１およびシリンダヘッド３に達する前の冷却風に曝される。   The electric wires 71 and 76 extend from the connecting portions 70c and 75c in the axial direction in the direction of approaching the cooling fan 40 across the ventilation path 46, and are fitted and held in the notches of the shroud portions 45a and 45b. It penetrates the grommet 79 and extends to the outside of the shroud 45 and is connected to the control device. Therefore, the electric wires 71 and 76 are arranged upstream of the cooling air from the cylinder 1 and the cylinder head 3. For this reason, the electric wires 71 and 76 are exposed to the cooling air before reaching the cylinder 1 and the cylinder head 3.

そして、酸素濃度センサ70で検出された検出値は、前記排気装置に備えられる触媒装置による排気ガスの浄化性能を高めるために、燃料噴射弁36の燃料量の制御に使用され、また油温センサ75で検出された検出値は、内燃機関Ｅの暖機状態に応じた燃料噴射弁36の燃料量の制御や、暖機時のアイドル回転速度制御のためのアイドル空気量の制御に使用される。   The detected value detected by the oxygen concentration sensor 70 is used to control the fuel amount of the fuel injection valve 36 in order to enhance the purification performance of exhaust gas by the catalyst device provided in the exhaust device, and the oil temperature sensor The detected value detected at 75 is used for control of the fuel amount of the fuel injection valve 36 according to the warm-up state of the internal combustion engine E, and control of the idle air amount for controlling the idle rotation speed during warm-up. .

図３，図４を参照すると、内燃機関Ｅには、排気ガス中の未燃成分（ＨＣ，ＣＯ）を燃焼させて排気を浄化するために排気ガス中に排気浄化用空気を供給する排気系２次空気供給装置が備えられる。該２次空気供給装置は、排気ガスに供給される空気量を制御する制御弁81と、該制御弁81とシリンダヘッド３とを接続して、制御弁81で制御された排気浄化用空気を排気ポート14に導く空気供給管82とを備える。制御弁81は、例えば酸素濃度センサ70の検出値に基づく燃料量の制御が行われない機関運転状態のときに、排気ガス中に排気浄化用空気を供給する。そして、空気供給管82は、制御弁81に接続されるゴムホースからなる上流側供給管82ａと、シュラウド45に沿って配管される金属製の下流側供給管82ｂとから構成される。下流側供給管82ｂは、シリンダヘッド３の外面から突出して通風路46を横切って、シュラウド45の開口54からシュラウド45の外部まで延びる突出部から構成される通路形成部83に接続される。シリンダヘッド３と一体に形成される通路形成部83には排気ポート14に開口する空気通路84が設けられており、空気供給管82を流通した排気浄化用空気が空気通路84を流通して排気ポート14に供給される。
通路形成部83は、空気通路84が排気ポート14よりも通風路46において冷却風の下流に位置するように、排気ポート14および排気管38よりも冷却風の下流の位置に設けられる。 Referring to FIGS. 3 and 4, an exhaust system for supplying exhaust purification air to the internal combustion engine E in order to purify the exhaust gas by burning unburned components (HC, CO) in the exhaust gas. A secondary air supply device is provided. The secondary air supply device connects a control valve 81 for controlling the amount of air supplied to the exhaust gas, and the control valve 81 and the cylinder head 3 so that the exhaust purification air controlled by the control valve 81 is supplied. And an air supply pipe 82 leading to the exhaust port 14. For example, the control valve 81 supplies exhaust purification air into the exhaust gas when the engine is in an operating state in which the fuel amount based on the detection value of the oxygen concentration sensor 70 is not controlled. The air supply pipe 82 includes an upstream supply pipe 82a made of a rubber hose connected to the control valve 81, and a metal downstream supply pipe 82b piped along the shroud 45. The downstream supply pipe 82b protrudes from the outer surface of the cylinder head 3 and is connected to a passage forming portion 83 formed of a protruding portion extending across the ventilation path 46 from the opening 54 of the shroud 45 to the outside of the shroud 45. The passage forming portion 83 formed integrally with the cylinder head 3 is provided with an air passage 84 that opens to the exhaust port 14, and the exhaust purification air that has passed through the air supply pipe 82 passes through the air passage 84 and is exhausted. Supplied to port 14.
The passage forming portion 83 is provided at a position downstream of the cooling air from the exhaust port 14 and the exhaust pipe 38 so that the air passage 84 is located downstream of the cooling air in the ventilation path 46 from the exhaust port 14.

次に、前述のように構成された実施形態の作用および効果について説明する。
シリンダヘッド３に取り付けられる酸素濃度センサ70およびシリンダ１に取り付けられる油温センサ75にそれぞれ接続される電線71，76が通風路46に配置されることにより、各センサ70，75および各電線71，76はシュラウド45内に配置されるので、異物、例えば走行中に跳ね上げた小石などとの衝突や接触などから保護される。そして、シュラウド45の外部にセンサが配置されることにより該センサと該センサの付近の周辺部品との間で配置の制約が生じる技術とは異なり、シュラウド45の外部に配置される部材によりセンサ70，75および電線71，76の配置が制約されることがなく、逆に、センサ70，75や電線71，76が該部材の配置を制約することもない。また、通風路46に配置されたセンサ70，75および電線71，76は、シュラウド45内で冷却風により冷却されるので、内燃機関Ｅからの熱による過熱が防止される。この結果、内燃機関Ｅにおいて、シュラウド45を利用することで、簡単な構造により、各センサ70，75および該センサ70，75に接続される電線71，76の保護機能および冷却性が確保され、しかもセンサ70，75および電線71，76の配置の自由度が大きくなる。 Next, operations and effects of the embodiment configured as described above will be described.
The electric wires 71 and 76 connected to the oxygen concentration sensor 70 attached to the cylinder head 3 and the oil temperature sensor 75 attached to the cylinder 1 are arranged in the ventilation path 46, so that each sensor 70, 75 and each electric wire 71, Since 76 is disposed in the shroud 45, it is protected from collision and contact with foreign objects, for example, pebbles that are flipped up while traveling. Unlike the technology in which the arrangement of the sensor outside the shroud 45 causes a restriction on the arrangement between the sensor and peripheral components in the vicinity of the sensor, the sensor 70 is arranged by a member arranged outside the shroud 45. , 75 and the wires 71 and 76 are not restricted, and conversely, the sensors 70 and 75 and the wires 71 and 76 do not restrict the arrangement of the members. Further, since the sensors 70 and 75 and the electric wires 71 and 76 disposed in the ventilation path 46 are cooled by the cooling air in the shroud 45, overheating due to heat from the internal combustion engine E is prevented. As a result, by using the shroud 45 in the internal combustion engine E, the protection function and cooling performance of the sensors 70 and 75 and the electric wires 71 and 76 connected to the sensors 70 and 75 are secured by a simple structure. Moreover, the degree of freedom of arrangement of the sensors 70 and 75 and the electric wires 71 and 76 is increased.

シュラウド45に覆われると共に冷却風を通風路46に送る冷却ファン40を備え、各電線71，76はシリンダ１およびシリンダヘッド３よりも冷却風の上流に配置されることにより、冷却ファン40による冷却風で強制空冷される内燃機関Ｅにおいて、シリンダ１およびシリンダヘッド３を冷却する前の冷却風により電線71，76が効果的に冷却されるので、内燃機関Ｅからの熱による電線71，76の温度上昇に起因する電気抵抗の変化が抑制される。また、酸素濃度センサ70および油温センサ75は、シリンダヘッド３およびシリンダ１の内部に位置する検出部70ｂ，70ｃに対して接続部70ｃ，75ｃがクランク軸７の軸端部７ｂに設けられた冷却ファン40寄りに位置するように取り付けられることにより、酸素濃度センサ70および油温センサ75において、それぞれの接続部70ｃ，75ｃが冷却ファン40により近い位置にあることから、各センサ70，75に接続される電線71，76はより低温の冷却風より冷却されるので、この点でも、電線71，76の温度上昇に起因する電気抵抗の変化が抑制される。この結果、センサ70，75に接続される電線71，76の冷却性が一層向上することにより、電気抵抗の変化が抑制されるので、センサ70，75の検出精度が向上する。   A cooling fan 40 that is covered by the shroud 45 and sends the cooling air to the air passage 46 is provided, and the electric wires 71 and 76 are arranged upstream of the cooling air from the cylinder 1 and the cylinder head 3, thereby cooling by the cooling fan 40. In the internal combustion engine E that is forcibly air-cooled by wind, the electric wires 71 and 76 are effectively cooled by the cooling air before the cylinder 1 and the cylinder head 3 are cooled. Changes in electrical resistance due to temperature rise are suppressed. The oxygen concentration sensor 70 and the oil temperature sensor 75 are provided with connecting portions 70c and 75c at the shaft end portion 7b of the crankshaft 7 with respect to the detecting portions 70b and 70c located inside the cylinder head 3 and the cylinder 1. Since the oxygen concentration sensor 70 and the oil temperature sensor 75 are attached so as to be positioned closer to the cooling fan 40, the respective connection portions 70 c and 75 c are closer to the cooling fan 40. Since the connected wires 71 and 76 are cooled by cooler cooling air, the change in electrical resistance due to the temperature rise of the wires 71 and 76 is also suppressed in this respect. As a result, the cooling performance of the electric wires 71 and 76 connected to the sensors 70 and 75 is further improved, and the change in electric resistance is suppressed, so that the detection accuracy of the sensors 70 and 75 is improved.

酸素濃度センサ70は排気ポート14よりも冷却風の上流の位置に取り付けられ、排気ポート14よりも冷却風の下流の位置には排気ポート14に排気浄化用空気を導く空気通路84が設けられることにより、酸素濃度センサ70および空気通路84を排気ポート14に近接して配置することができる。しかも、酸素濃度センサ70は排気ポート14の排気ガスにより加熱される前の冷却風により効果的に冷却され、空気通路84を流通する排気浄化用空気については、空気通路84が形成される通路形成部83が排気ポート14付近のシリンダヘッド３を冷却した後の、排気ガスにより加熱された冷却風に曝されることにより、その温度の低下が抑制または防止されるので、排気ガス中の未燃成分と排気浄化用空気との反応が促進される。この結果、酸素濃度センサ70および排気浄化用空気の空気通路84がコンパクトに配置されたうえで、酸素濃度センサ70の冷却性が向上し、さらに排気浄化用空気による排気浄化性能が向上する。   The oxygen concentration sensor 70 is attached at a position upstream of the cooling air from the exhaust port 14, and an air passage 84 for introducing exhaust purification air to the exhaust port 14 is provided at a position downstream of the cooling air from the exhaust port 14. Thus, the oxygen concentration sensor 70 and the air passage 84 can be disposed close to the exhaust port 14. Moreover, the oxygen concentration sensor 70 is effectively cooled by the cooling air before being heated by the exhaust gas of the exhaust port 14, and the exhaust purification air flowing through the air passage 84 is formed with a passage in which the air passage 84 is formed. Since the portion 83 is exposed to the cooling air heated by the exhaust gas after cooling the cylinder head 3 in the vicinity of the exhaust port 14, the temperature decrease is suppressed or prevented. The reaction between the components and the exhaust purification air is promoted. As a result, the oxygen concentration sensor 70 and the air passage 84 for the exhaust purification air are arranged in a compact manner, the cooling performance of the oxygen concentration sensor 70 is improved, and the exhaust purification performance by the exhaust purification air is further improved.

以下、前述した実施形態の一部の構成を変更した実施形態について、変更した構成に関して説明する。
排気ガスセンサは、排気ガス中の空燃比を検出するＬＡＦセンサや、未燃成分を検出するセンサであってもよい。
機関温度は、前記機関本体自体の温度または燃焼温度であってもよく、さらに水冷式を併用する内燃機関においては冷却水の温度であってもよい。
通路形成部83は、シリンダヘッド３とは別個の部材により構成されてもよく、その場合、通路形成部83は、アルミニウム合金などの軽合金製のシリンダヘッド３と同様に、金属製など、熱の良導体である材料で形成される。
内燃機関は、シリンダとシリンダヘッドとが一体成形されたものでもよく、さらに多気筒内燃機関であってもよい。 Hereinafter, an embodiment in which a part of the configuration of the above-described embodiment is changed will be described with respect to the changed configuration.
The exhaust gas sensor may be a LAF sensor that detects the air-fuel ratio in the exhaust gas, or a sensor that detects unburned components.
The engine temperature may be the temperature of the engine body itself or the combustion temperature, and may be the temperature of cooling water in an internal combustion engine that uses a water cooling system.
The passage forming portion 83 may be formed of a member separate from the cylinder head 3, and in that case, the passage forming portion 83 is made of a metal or the like, like the light alloy cylinder head 3 such as an aluminum alloy. It is made of a material that is a good conductor.
The internal combustion engine may be one in which a cylinder and a cylinder head are integrally molded, or may be a multi-cylinder internal combustion engine.

本発明が適用された空冷式内燃機関の、図２の概略Ｉ−Ｉ線断面図である。FIG. 3 is a schematic cross-sectional view of the air-cooled internal combustion engine to which the present invention is applied, taken along line II in FIG. 2. 図１のＩＩ−ＩＩ線断面図である。It is the II-II sectional view taken on the line of FIG. 図１の空冷式内燃機関の要部右側面図である。It is a principal part right view of the air-cooling type internal combustion engine of FIG. 図１の内燃機関において、下シュラウド部分を外したときの要部斜視図である。FIG. 2 is a perspective view of main parts when a lower shroud portion is removed in the internal combustion engine of FIG. 1. 図３のＶ矢視でのシリンダおよびシリンダヘッドの要部の図である。It is a figure of the principal part of the cylinder and cylinder head in the V arrow view of FIG. 図５のＶＩａ−ＶＩａ線での断面図であり、一部が図５のＶＩｂ−ＶＩｂ線断面図である。FIG. 6 is a cross-sectional view taken along line VIa-VIa in FIG. 5, and a part thereof is a cross-sectional view taken along line VIb-VIb in FIG. 5.

符号の説明Explanation of symbols

１…シリンダ、３…シリンダヘッド、７…クランク軸、20…動弁装置、40…冷却ファン、45…シュラウド、46…通風路、64…戻り油路、70…酸素濃度センサ、71，76…電線、75…油温センサ、82…空気供給管、Ｅ…空冷式内燃機関。   DESCRIPTION OF SYMBOLS 1 ... Cylinder, 3 ... Cylinder head, 7 ... Crankshaft, 20 ... Valve operating device, 40 ... Cooling fan, 45 ... Shroud, 46 ... Ventilation path, 64 ... Return oil path, 70 ... Oxygen concentration sensor, 71, 76 ... Electric wire, 75 ... oil temperature sensor, 82 ... air supply pipe, E ... air-cooled internal combustion engine.

Claims (3)

機関本体(1,3,4)に取り付けられて機関状態を検出する油温センサ(75)と、前記機関本体を覆うことにより前記機関本体を囲む冷却風の通風路(46)を形成するシュラウド(45)とを備える空冷式内燃機関において、
前記機関本体(1,3,4)の動弁室(21)内の潤滑油をクランク室(9)に戻すべく、前記動弁室(21)から、前記機関本体(1,3,4)のシリンダヘッド(3)の周壁(3b)およびシリンダ(1)の周壁(1b)を貫通してクランク室(9)に開放する貫通孔からなる戻り油路(64)が形成され、
前記油温センサ(75)は、動弁室(21)内の動弁機構の駆動のためのチェーン室(27)とは反対の側へ向かってクランク軸(7)に沿い延びるように、シリンダ(1)の周壁(1b)に取り付けられ、
前記チェーン室(27)のある側とは反対の機関本体の側に、前記通風路(46)に冷却風を送る冷却ファン(49)が配置され、
前記油温センサ(75)は、その一端の検出部(75b)とその他端にあって電線(76)が接続される接続部(75c)とを有し、前記検出部(75b)は前記戻り油路(64)内に臨み、
前記接続部(75c)および前記接続部(75c)に接続される前記電線(76)が前記通風路(46)に配置され、
前記油温センサ(75)の全体は、前記シリンダ(1)の軸線(L2)と前記クランク軸(7)の軸線(L1)を含む平面(H)に直交する方向から見て、前記シリンダ(1)と重なる
ことを特徴とする空冷式内燃機関。 An oil temperature sensor (75) attached to the engine body (1, 3, 4) to detect the engine state, and a shroud forming a cooling air ventilation path (46) surrounding the engine body by covering the engine body (45), an air-cooled internal combustion engine comprising:
In order to return the lubricating oil in the valve operating chamber (21) of the engine main body (1, 3, 4) to the crank chamber (9), from the valve operating chamber (21), the engine main body (1, 3, 4) A return oil passage (64) comprising a through hole that penetrates the peripheral wall (3b) of the cylinder head (3) and the peripheral wall (1b) of the cylinder (1) and opens to the crank chamber (9),
The oil temperature sensor (75) extends along the crankshaft (7) toward the side opposite to the chain chamber (27) for driving the valve mechanism in the valve chamber (21). Attached to the peripheral wall (1b) of (1),
A cooling fan (49) for sending cooling air to the ventilation path (46) is disposed on the side of the engine body opposite to the side where the chain chamber (27) is located,
The oil temperature sensor (75) has a detection part (75b) at one end thereof and a connection part (75c) at the other end to which the electric wire (76) is connected, and the detection part (75b) is the return part. Facing the oil passage (64),
The connecting portion (75c) and the connecting portion and the wire (76) connected to (75c) is disposed in the air passage (46),
The entirety of the oil temperature sensor (75) is the cylinder (1) when viewed from a direction perpendicular to the plane (H) including the axis (L2) of the cylinder (1) and the axis (L1) of the crankshaft (7). An air-cooled internal combustion engine characterized by overlapping with 1) . 前記シリンダヘッド(3)の排気ポート(14)を挟んで、前記シリンダヘッド(3)に取り付けられた酸素濃度センサ(70)と、前記シリンダヘッド(3)と一体の通路形成部(83)が設けられ、前記通路形成部(83)には、空気供給管(82)を介して排気浄化用空気が供給される空気通路(84)が形成され、前記酸素濃度センサ(70)は、排気ポート(14)の冷却風上流側に、前記通路形成部(83)は排気ポート(14)の冷却風下流側にそれぞれ配置されたことを特徴とする請求項１記載の空冷式内燃機関。An oxygen concentration sensor (70) attached to the cylinder head (3) across the exhaust port (14) of the cylinder head (3), and a passage forming portion (83) integrated with the cylinder head (3). The passage forming portion (83) is provided with an air passage (84) to which exhaust purification air is supplied via an air supply pipe (82), and the oxygen concentration sensor (70) is provided with an exhaust port. The air-cooled internal combustion engine according to claim 1, wherein the passage forming portion (83) is disposed on the upstream side of the cooling air of (14) and on the downstream side of the cooling air of the exhaust port (14). 前記油温センサ(75)および前記酸素濃度センサ(70)は、シリンダヘッド(3)およびシリンダ(1)の下面を形成するシリンダ下側周壁(3b)およびシリンダヘッド下側周壁(1b)に、互いにほぼ平行に、シリンダ軸線(L2)方向に並び、かつシリンダ軸線(L2)方向に見て互いに重なる位置に配置されることを特徴とする請求項２記載の空冷式内燃機関。The oil temperature sensor (75) and the oxygen concentration sensor (70) are provided on the cylinder lower peripheral wall (3b) and the cylinder head lower peripheral wall (1b) that form the lower surface of the cylinder head (3) and the cylinder (1). 3. The air-cooled internal combustion engine according to claim 2, wherein the air-cooled internal combustion engine is arranged in parallel to each other in the cylinder axis (L2) direction and overlapped with each other when viewed in the cylinder axis (L2) direction.
JP2005376070A 2005-12-27 2005-12-27 Air-cooled internal combustion engine having a sensor for detecting engine state Expired - Fee Related JP4566125B2 (en)

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JP2005376070A JP4566125B2 (en) 2005-12-27 2005-12-27 Air-cooled internal combustion engine having a sensor for detecting engine state
TW095140455A TW200730718A (en) 2005-12-27 2006-11-01 Air-cooled type internal combustion engine with sensors that can sense the status thereof
KR1020060116826A KR100782426B1 (en) 2005-12-27 2006-11-24 Air-cooling type internal combustion engine comprising sensors for detecting engine conditions
MXPA06014375A MXPA06014375A (en) 2005-12-27 2006-12-08 Air-cooled internal combustion engine equipped with sensor which detects engine state .
CN2006101659365A CN1991147B (en) 2005-12-27 2006-12-11 Air cooling internal combustion engine with sensor for detecting IC engine state
PE2006001683A PE20070902A1 (en) 2005-12-27 2006-12-21 AIR-COOLED INTERNAL COMBUSTION ENGINE EQUIPPED WITH A SENSOR TO DETECT AN ENGINE STATUS
ARP060105690A AR058715A1 (en) 2005-12-27 2006-12-21 INTERNAL COMBUSTION MOTOR COOLED BY AIR EQUIPPED WITH A SENSOR TO DETECT A MOTOR STATUS
CO06128529A CO5840278A1 (en) 2005-12-27 2006-12-22 INTERNAL COMBUSTION MOTOR COOLED BY AIR EQUIPPED WITH A SENSOR TO DETECT A MOTOR STATUS
TR2006/07428A TR200607428A2 (en) 2005-12-27 2006-12-26 Air-cooled internal combustion engine equipped with a sensor for detecting a condition of the engine.
BRPI0605376A BRPI0605376B1 (en) 2005-12-27 2006-12-26 air-cooled internal combustion engine

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