JP5938166B2 - Engine cooling system - Google Patents

Description

  The present invention relates to an engine cooling apparatus that cools an engine with air taken in by a cooling fan through a cooling air intake.

One of various types of small vehicle engines has a cooling fan attached to a crankshaft. In such an engine, the cooling fan rotates simultaneously with the rotation of the crankshaft, so that cooling air is sent to the engine.
On the other hand, when the engine is started, it is required to improve the fuel consumption rate by increasing the warm-up performance. In other words, when starting the engine, it is better to stop taking in the cooling air in order to warm up. Therefore, it is necessary to provide a device capable of stopping the intake of the cooling air when starting the engine and taking in the cooling air after warming up.

  2. Description of the Related Art An engine cooling device that can take in cooling air in accordance with the operating state of the engine is known (see, for example, Patent Document 1 (FIGS. 1 and 3)).

  As shown in FIG. 1 of Patent Document 1, an air volume adjusting cover (17) is provided on the side of the engine (1) (the numbers in parentheses indicate the reference numerals described in Patent Document 1. The same applies hereinafter). A cooling fan that rotates integrally with the crankshaft (6) is provided inside the engine (1).

  As shown in FIG. 3 of Patent Document 1, the air volume adjusting cover (17) is movably attached to a cylindrical case (12) integral with the fan cover (9), and the air volume adjusting cover (17) and the cylindrical case ( 12), a temperature sensitive member (21) made of a shape memory alloy is provided. When the outside air temperature becomes high, the temperature sensing member (21) extends and the air volume adjusting cover (17) moves outward from the engine, so that the cooling air can be taken from the window hole (16) of the cylindrical case (12). . On the other hand, when the outside air temperature becomes low, the temperature sensing member (21) contracts and the air volume adjustment cover (17) returns to the initial position, and the window hole (16) is closed by the cylindrical case (12), thereby cooling air. Stop taking in.

  However, in the engine of Patent Document 1, when the outside air temperature becomes high, the temperature sensing member (21) extends and the air volume adjustment cover (17) projects in the engine width direction. The air volume adjusting cover (17) protrudes in the engine width direction by the amount of extension of the temperature sensitive member (21) as compared to the low temperature, which leads to an increase in the size of the engine.

  Therefore, it is desired that the engine can be miniaturized despite the provision of a cooling device.

Japanese Utility Model Publication No. 62-185829

  It is an object of the present invention to provide a technique that can achieve downsizing of an engine.

The invention according to claim 1 includes an actuator that changes an opening area of the cooling air intake portion in an engine cooling device that cools the engine with air taken in by a cooling fan via the cooling air intake portion. cooling air control mechanism is provided, the cooling fan is provided at an end portion of the crank shaft, the actuator is provided in the oil pan portion below said crank shaft, said actuator is projected into the oil pan portion A temperature-sensitive part formed as described above is formed .
The invention according to claim 2 is characterized in that the oil pan portion has an opening communicating from the outside to the inside, and the actuator is attached to the opening.
According to a third aspect of the present invention, there is provided an engine cooling apparatus for cooling an engine with air taken in by a cooling fan through the cooling air intake portion, and having an actuator for changing an opening area of the cooling air intake portion. A cooling air control mechanism is provided, the cooling fan is provided at an end portion of the crankshaft, the actuator is provided in an oil pan portion disposed below the crankshaft, and the cooling air intake portion is provided with the A plurality of rotating shafts provided in a direction intersecting with the axial direction of the crankshaft and arranged in parallel to each other, an opening / closing louver provided on each of the rotating shafts, and a link member for connecting the plurality of rotating shafts are provided. And a cover member on which the rotating shaft and the opening / closing louver are formed is attached to the engine, and the arm is disposed between the link member and the actuator. Overstroke mechanism for absorbing an excessive extrusion of Chueta of the piston member, characterized in that is provided.

In the invention according to claim 4 , a plurality of rotating shafts provided in a direction intersecting with the axial direction of the crankshaft at the cooling air intake port and arranged in parallel to each other, and an opening / closing louver provided on each of these rotating shafts And a link member that connects the plurality of rotating shafts, and the temperature sensing part is a temperature sensing wax part that expands an internal temperature sensing wax by a rise in temperature of lubricating oil that lubricates the engine , and the link member An overstroke absorbing mechanism is provided between the actuator and the actuator for absorbing excessive extrusion of the piston member of the actuator when the opening / closing louver is opened and closed by the operation of the actuator.

The invention according to claim 5 is characterized in that the actuator is arranged so that the operation axis is obliquely upward with respect to the oil pan portion.

In the invention according to claim 6 , the engine is an engine of a scooter type vehicle having an exhaust pipe extending toward the rear of the vehicle, and a crankshaft is placed along the vehicle width direction, and the actuator is a vehicle of the exhaust pipe. It is arranged on the inner side.

The invention according to claim 7 is characterized in that the actuator and the link member are arranged behind the crankshaft.

The invention according to claim 8 is characterized in that the actuator and the link member are covered with a control mechanism cover.

In the invention which concerns on Claim 9 , the louver cover part which covers the circumference | surroundings of an opening / closing louver is provided in the cooling wind inlet part.

In the invention according to claim 1, the cooling fan is provided at an end of the crankshaft, and the actuator is provided in an oil pan portion disposed below the crankshaft.
Since the cooling fan is provided at the end of the crankshaft, the cooling fan is accommodated within the length of the crankshaft.
The actuator is provided in the oil pan portion, and most of the actuator can be stored in the oil pan portion.
Both the cooling fan and actuator do not have to worry about protruding from the engine, so the engine can be downsized.
In the invention according to claim 2, the oil pan portion has an opening communicating from the outside to the inside, and an actuator is attached to the opening.
In the invention which concerns on Claim 3, in the cooling device of the engine which cools an engine with the air taken in with the cooling fan via the cooling wind inlet part, it has cooling which has an actuator which changes the opening area of a cooling wind inlet part A wind control mechanism is provided, a cooling fan is provided at the end of the crankshaft, an actuator is provided in an oil pan disposed below the crankshaft, and intersects the cooling wind intake port with the axial direction of the crankshaft. A plurality of rotating shafts arranged in parallel to each other, parallel to each other, an opening / closing louver provided on each of the rotating shafts, and a link member connecting the plurality of rotating shafts to form the rotating shaft and the opening / closing louver. The cover member is attached to the engine and absorbs excessive extrusion of the piston member of the actuator between the link member and the actuator. Stroke mechanism.

In the invention which concerns on Claim 4 , a cooling wind inlet part is provided with a some rotating shaft, the opening / closing louver provided in each rotating shaft, and the link member which connects a some rotating shaft. An overstroke absorbing mechanism is provided between the link member and the actuator for absorbing excessive push-out of the piston member of the actuator when the opening / closing louver is opened and closed by the operation of the actuator.
The actuator is a thermo-type actuator having a temperature-sensitive wax portion. However, since an overstroke absorbing mechanism is provided between the link member and the actuator, the overstroke of the piston member of the actuator can be absorbed by the overstroke absorbing mechanism. When the push-out of the piston member of the actuator is restricted, the load applied to the link member is reduced and the link member becomes difficult to be deformed, thereby preventing the operation of the opening / closing louver.

In the invention according to claim 5 , the actuator is disposed such that the operation axis is obliquely upward with respect to the oil pan portion.
When the operating axis of the actuator is oriented diagonally upward, the opening and closing louver can be placed closer to the oil pan than when the operating axis is oriented horizontally, so that the cooling air intake port extends outward. Can be reduced.

In the invention according to claim 6 , the engine is an engine of a scooter type vehicle having an exhaust pipe extending toward the rear portion of the vehicle, and a crankshaft is placed along the vehicle width direction. Placed in the direction.
When the actuator is arranged on the vehicle inner side than the exhaust pipe, the bank angle when the vehicle is tilted during traveling can be secured and the riding comfort is improved as compared with the case where the actuator is arranged on the vehicle outer side than the exhaust pipe.

In the invention according to claim 7 , the actuator and the link member are disposed behind the crankshaft.
If the actuator and the link member are arranged behind the crankshaft, the actuator and the link member are arranged on the rear wheel side of the engine. Therefore, when the vehicle travels on the puddle road surface, the muddy water splashed by the front wheel is applied to the actuator and the link member. It is possible to provide a vehicle that is difficult to start.

In the invention according to claim 8 , the actuator and the link member are covered with the control mechanism cover.
When the actuator and the link member are covered with the control mechanism cover, even when the vehicle travels on a puddle and the muddy water splashed by the front wheel reaches the rear part of the engine, the muddy water can be blocked by the control mechanism cover. Therefore, the muddy water splashed by the front wheel can be prevented from being applied to the actuator and the link member.

In the invention which concerns on Claim 9 , the louver cover part which covers the circumference | surroundings of an opening-and-closing louver is provided in the cooling wind inlet part.
By covering the open / close louver with the louver cover portion except for the cooling air intake port side of each open / close louver, it is possible to prevent mud splashed off from other vehicles during travel from being applied to the open / close louver. In addition, foreign matter (pebbles, etc.) can be prevented from biting into the open / close louver during traveling.

1 is a right side view of a scooter type vehicle according to the present invention. It is a right view of an engine. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. It is a disassembled perspective view of a fan cover, a cooling wind inlet part, and a control mechanism cover. It is a disassembled perspective view of a fan cover, an opening-and-closing louver, a link member, and an overstroke absorption mechanism. It is a figure explaining the structure of an overstroke absorption mechanism. It is a figure explaining the effect | action of an overstroke absorption mechanism. It is a figure which shows the example of a change of FIG. It is a figure which shows the further example of a change of FIG.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals. The front, rear, left and right, and top and bottom used in the following description are determined based on the passenger sitting on the passenger seat.

Embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the scooter type vehicle 10 includes a vehicle body frame 11, a front wheel suspension device 13 that is rotatably provided at a front end portion of the vehicle body frame 11 and supports a front wheel 12, and an intermediate portion of the vehicle body frame 11. And a rear wheel suspension device 15 that is movably provided and supports the rear wheel 14.

  The body frame 11 includes a main frame 17 that extends downward from the head pipe 16 and further extends rearward, and a rear frame 18 that extends rearward and upward from the main frame 17. A fuel tank 19 is attached to the rear end portion of the rear frame 18.

The front wheel suspension device 13 includes a front fork 21 that can be steered to the head pipe 16 and has a front wheel 12 attached thereto, and a handle 22 that is attached to the upper end of the front fork 21.
The rear wheel suspension device 15 includes a power unit 25 that is swingably supported by a pivot shaft 24 on an engine hanger 23 attached to a rear end of the main frame 17, and a rear end portion of the power unit 25 and a rear frame 18. And a rear cushion 26 attached therebetween. The power unit 25 is a device that also serves as a rear swing arm. A rear wheel 14 is attached to the output shaft 27 of the power unit 25.

  Further, the head pipe 16 is covered with a front cover 28, the front fork 21 is covered with a front fender 29, and the front ends of the main frame 17 and the power unit 25 are covered with a side cover 31. The sides of the storage box 32 and the fuel tank 19 are covered with a body cover 33, the upper surface of the fuel tank 19 is covered with a tank cover 34, and the storage box 32 and the tank cover 34 are covered with a seat 35. A rear carrier 36 is attached to the rear end portion of the body cover 33, and a rear fender 37 that covers the rear of the rear wheel 14 is attached to a lower portion of the rear end of the body cover 33.

In addition, the power unit 25 includes an engine 30 (described later in detail) and a power transmission device 39. An air cleaner 41 is provided on the intake side of the engine 30, and a muffler 43 is attached to an exhaust port of the engine 30 via an exhaust pipe 42.
The engine 30 is an engine of a scooter type vehicle having an exhaust pipe 42 extending toward the rear of the vehicle and having a crankshaft (described later) placed along the vehicle width direction.

The configuration of the cooling device provided in the engine 30 will be described with reference to FIG.
As shown in FIG. 2, a cooling device 40 is attached to the engine 30. The cooling device 40 includes a shroud 44 (details will be described later), a cooling fan 49 (details will be described later), a fan cover 51 (details will be described later), a cooling air intake 52 (details will be described later), and a cooling air control mechanism 55A (details). (To be described later). The cooling device 40 is a device that cools the engine 30 with the air taken in by the cooling fan 49 via the cooling air intake port 52.

  A cylinder head (described later) and a cylinder block (described later) are covered with a shroud 44, and the shroud 44 is divided into two vertically by a dividing line 45 substantially parallel to the vehicle longitudinal direction. The shroud disposed on the carburetor 46 side is an intake side shroud 47, and the shroud disposed on the exhaust pipe 42 side is an exhaust side shroud 48.

  In addition, a fan cover 51 that covers the cooling fan 49 is attached to the intake side shroud 47 and the exhaust side shroud 48. A cooling air intake 52 (described later in detail) is attached to the fan cover 51, and 10 cooling air intakes 53 are provided in the cooling air intake 52. A reinforcing member 54 is provided so as to intersect these cooling air inlets 53.

  A cooling air control mechanism 55A that opens and closes a plurality of open / close louvers (described later) is provided behind the cooling air inlet 52. The cooling air control mechanism 55A is covered with a control mechanism cover 56 (described later in detail). A muffler support portion 57 that supports the muffler mounting portion 38 of the muffler 43 is provided at the rear portion of the engine 30.

The internal structure of the engine 30 will be described with reference to FIG.
As shown in FIG. 3, the engine 30 is formed by assembling a crankcase 58, a cylinder block 59, a cylinder head 61, and a cylinder head cover 62. A left support bearing 63 is provided on the left side of the crankcase 58 in the vehicle width direction, and a right support bearing 64 is provided on the right side of the crankcase 58 in the vehicle width direction. The crankshaft 65 is supported at both ends by the left support bearing 63 and the right support bearing 64.

  A cylinder liner 67 is provided on the inner peripheral surface of the cylinder 66. The piston 68 and the crankshaft 65 are connected by fitting the piston pin 72 to the small end 71 of the piston 68 and the connecting rod 69 and attaching the large end 74 of the connecting rod 69 to the crankpin 73 of the crankshaft 65.

  A plurality of block portion cooling fins 75 are provided outside the cylinder block 59, and a plurality of head portion cooling fins 76 are provided outside the cylinder head 61. A spark plug 77 is attached to the cylinder head 61.

  A chain drive type camshaft drive section 78 is provided at the left end of the crankshaft 65. The camshaft drive unit 78 transmits the power of the crankshaft 65 to the camshaft stored in the cylinder head cover 62 via the drive sprocket 79, the drive chain 81, and the driven sprocket. Therefore, the engine 30 is an OHC type engine.

  On the other hand, a generator 82 is disposed on the right side of the crankshaft 65. A stationary portion 93 of the generator 82 is attached to the crankcase 58, and a rotating portion 94 of the generator 82 is attached to the right end portion 95 of the crankshaft 65. In addition, a cooling fan 49 is attached to the rotating portion 94. Although the cooling fan 49 is attached to the rotating portion 94 of the generator 82 in the embodiment, the right end of the crankshaft 65 is further extended to the right and attached to the right end extension portion of the crankshaft 65 separately from the rotating portion 94. Also good.

  A fan cover 51 is disposed so as to face the crankshaft 65. A left end 83 of the exhaust side shroud 48 is fastened to the crankcase 58 with a bolt 84, and a right end 85 of the exhaust side shroud 48 is fastened to the fan cover 51 with a screw 86. Further, the rear end 87 of the fan cover 51 is fastened to the crankcase 58 with a bolt 88.

  When the open / close louver is in the open state, air can be taken in from the cooling air intake port 52. When the opening / closing louver is opened and the engine 30 is started, the cooling fan 49 rotates together with the crankshaft 65, and centrifugal force is applied to the cooling air, so that the cooling air passes through the cooling passage 89 and the block cooling fins 75 and the head portion. It is sent to the cooling fin 76.

The structure of the cooling device 40 will be described in detail with reference to FIG.
As shown in FIG. 4, the cooling air control mechanism 55 </ b> A includes four first rotation shafts 99, second rotation shafts 101, third rotation shafts 102, and fourth rotation shafts 103 arranged in a line from top to bottom. A first opening / closing louver 104, a second opening / closing louver 105, a third opening / closing louver 106, a fourth opening / closing louver 107, and a rotation shaft 99, 101, 102, 103 provided on each of the rotation shafts 99, 101, 102, 103. And a link member 108 to be connected. The support structure of the rotating shaft and the connecting structure of the rotating shaft and the link member will be described later.

  In addition, the cooling air control mechanism 55 </ b> A includes an actuator 91 provided at the right end portion 96 of the oil pan portion 92 disposed below the crankshaft 65. At the lower end of the actuator 91, a temperature-sensitive wax unit 111 is provided that protrudes into the interior 161 of the oil pan unit 92 and expands the temperature-sensitive wax inside by increasing the temperature of the lubricating oil that lubricates the engine (FIG. 3, reference numeral 30). ing.

  The actuator 91 functions such that when the oil temperature rises, the temperature-sensitive wax expands and pushes the piston member 112, and when the oil temperature falls, the temperature-sensitive wax contracts and pulls the piston member 112. That is, the actuator 91 is a thermo-type actuator and can change the opening area of the cooling air intake port 52 by opening and closing the open / close louvers 104, 105, 106, and 107 according to changes in the oil temperature. it can.

  In addition, the actuator 91 is disposed closer to the inside of the engine than a straight line 109 connecting the lower end of the cooling air intake port 52 and the right end of the oil pan 92. A male screw portion 97 is provided at the lower portion of the actuator 91, and the male screw portion 97 is screwed into the female screw portion 98 of the right end portion 96. The actuator 91 is preferably screwed, but may be bolted or welded.

  The right end portion 96 includes a thick portion 164 that is formed thicker than the thin portion 194. The thick wall portion 164 plays a role of reinforcing a hole generated by providing the female screw portion 98, so that the rigidity of the oil pan portion 92 is improved even though the female screw portion 98 is provided.

Furthermore, the actuator 91 is disposed so that the operation axis 113 of the piston member 112 is directed obliquely upward to the right with respect to the oil pan portion 92.
When the operating axis 113 of the actuator 91 is directed obliquely upward to the right, the open / close louvers 104, 105, 106, and 107 can be disposed closer to the oil pan portion 92 than when the operating axis is oriented in the horizontal direction. It can reduce that the intake part 52 protrudes outside.

The actuator 91 is disposed on the vehicle inner side of the exhaust pipe 42.
When the actuator 91 is disposed on the vehicle inner side than the exhaust pipe 42, the bank angle when the vehicle is tilted during traveling can be secured and the ride comfort can be ensured compared to the case where the actuator 91 is disposed on the vehicle outer side than the exhaust pipe 42. Will improve.

Further, the actuator 91 and the link member 108 are covered with the control mechanism cover 56.
When the actuator 91 and the link member 108 are covered with the control mechanism cover 56, the vehicle travels on the puddle and even if the muddy water splashed by the front wheels reaches the rear of the engine, the muddy water can be blocked by the control mechanism cover 56. . Therefore, the muddy water splashed by the front wheel can be prevented from being applied to the actuator 91 and the link member 108.

  In addition, when the opening / closing louvers 104, 105, 106, 107 are opened and closed between the link member 108 and the actuator 91 by the operation of the actuator 91, an overstroke absorbing mechanism that absorbs excessive extrusion of the piston member 112 of the actuator 91. 137 (detailed later) is provided.

Since the plurality of reinforcing ribs 165 are provided on the inner surface of the fan cover 51, the rigidity of the fan cover 51 can be improved.
Also, a fitting protrusion 192 that protrudes to the right is provided at the right end of the fan cover 51, and is formed at the left end of the cooling air intake port 52 so as to be fitted to the fitting protrusion 192 of the fan cover 51. A fitting hole 191 is provided. When the cooling air inlet 52 is attached to the fan cover 51, the fitting hole 191 only needs to be fitted into the fitting protrusion 192, so that the cooling air inlet 52 can be assembled smoothly. .

In FIG. 3, the actuator 91 and the link member 108 are disposed behind the crankshaft 65.
When the actuator 91 and the link member 108 are disposed behind the crankshaft 65, the actuator 91 and the link member 108 are disposed on the rear wheel side of the engine 30. Therefore, when the vehicle travels on a puddle, the muddy water splashed by the front wheels. Therefore, it is possible to provide a vehicle in which the actuator 91 and the link member 108 are not easily applied.

The structure for supporting the rotating shaft, the cooling air intake port, and the control mechanism cover will be described with reference to FIG.
As shown in FIG. 5, a front support portion 114 and a rear support portion 115 that rotatably support four rotating shafts 99, 101, 102, and 103 are provided on the front and rear portions of the fan cover 51. The rotating shafts 99, 101, 102, and 103 are shafts that pass through the inside of each open / close louver.

  The fan cover 51 and the cooling air intake port 52 are assembled with three screws 123, 124, and 125. The cooling air inlet 52 is provided with through holes 116, 117, and 118, and the fan cover 51 is provided with screw holes 119, 121, and 122.

  The rotating shafts 99, 101, 102, 103, the open / close louvers 104, 105, 106, 107 and the link member 108 are provided in the fan cover 51 in the embodiment, but are provided in the cooling air intake 52. Also good.

  In addition, a louver cover 138 that covers the periphery of the open / close louvers 104, 105, 106, and 107 is provided in the cooling air inlet 52. By covering the open / close louvers 104, 105, 106, 107 with the louver cover part 138 except for the right ends of the open / close louvers 104, 105, 106, 107, mud splashed off from other vehicles during traveling can be opened / closed. 104, 105, 106, 107 can be prevented. Further, it is possible to prevent foreign matter (pebbles and the like) from being caught in the open / close louvers 104, 105, 106, and 107 during traveling.

  The fan cover 51 and the control mechanism cover 56 are assembled by two screws 134 and 135 and fitting of the claw member 128 of the control mechanism cover 56 and the claw stopper member 133 of the fan cover 51. The control mechanism cover 56 is provided with through holes 126 and 127, and the fan cover 51 is provided with screw holes 129 and 131. Further, the claw stop member 133 has an opening 132 into which the claw member 128 is inserted.

  A rear cover portion 136 is provided at the rear portion of the control mechanism cover 56. Since the rear cover portion 136 can cover the rear of the actuator 91, mud from the rear of the engine can be prevented from being applied to the actuator 91.

The assembly of the opening / closing louver, link member, and overstroke absorbing mechanism will be described with reference to FIG.
As shown in FIG. 6, a first relay link 139 is provided at the rear end of the first rotating shaft 99, and a first pin 141 protruding toward the vehicle front side is provided on the first relay link 139. Similarly, each of the second rotating shaft 101 and the third rotating shaft 102 includes a relay link having a pin.
A fork member 146 to which a piston member (FIG. 5, reference numeral 112) of an actuator (FIG. 5, reference numeral 91) is connected is provided at the rear end of the fourth rotation shaft 103.

The overstroke absorbing mechanism 137 includes a torsion coil spring 152 and a fourth link 153.
The link member 108 is a longitudinal member that extends in the vertical direction. The link member 108 includes a first hole 147 into which the first pin 141 is inserted, a second hole 148 into which the second pin 143 is inserted, and a third hole 149 into which the third pin 145 is inserted. And a fourth hole 151 into which a fourth pin 154 provided in the fourth link 153 is inserted.

  When the link member 108, the opening / closing louvers 104, 105, 106, 107 and the overstroke absorbing mechanism 137 are assembled to the fan cover 51, the link member 108, the opening / closing louvers 104, 105, 106, 107 and the overstroke absorbing mechanism 137 are assembled. The link member 108 and the overstroke absorbing mechanism 137 are disposed in the rear space 155 of the fan cover 51, and the open / close louvers 104, 105, 106, and 107 are disposed in the front space 156 of the fan cover 51.

The structure of the overstroke absorbing mechanism 137 will be described with reference to FIG.
As shown in FIG. 7, an extension 162 is extended from the fork member 146 to the opposite side of the fork member 146, and the first arm 157 and the second arm 157 of the torsion coil spring 152 are formed on the protrusion 158 provided on the extension 162. Arm 159 is hung.
The hole 193 of the fourth link 153 is inserted into the fourth rotating shaft 103, and the connecting portion 163 of the fourth link 153 is inserted between the first arm 157 and the second arm 159.

  The torsion coil spring 152 pushes the extension 162 and the connecting part 163 with the first arm 157 as shown by the arrow (1), and pushes the extension 162 and the connecting part 163 with the second arm 159 as shown by the arrow (2). To be produced.

  The fork member 146 is engaged with a roller 166 rotatably provided at the right end of the piston member 112. In addition, although the fork member 146 is the engagement target of the roller 166 in the embodiment, a member having an elongated hole may be applied instead of the fork member 146. When a member having a long hole is applied, the roller 166 moves along the long hole.

The operation of the cooling device described above will be described next.
In FIG. 8, the actuator 91 pushes out the piston member 112 when detecting that the temperature of the lubricating oil has reached a predetermined temperature in the temperature-sensitive wax part (FIG. 4, reference numeral 111). The fork member 146, the fourth rotating shaft 103, and the fourth louver 107 rotate by the pushing force of the actuator 91. The pushing force of the actuator 91 is once absorbed by the second arm 159 of the torsion coil spring 152. Thereafter, when the connecting portion 163 of the fourth link 153 is pushed by the first arm 157 of the torsion coil spring 152, the fourth link 153 rotates after the fork member 146 rotates. As a result, after the fourth louver 107 is opened, the third louver 106 is opened.

  In the cooling device (FIG. 4, reference numeral 40), the actuator 91 is a thermo-type actuator including a temperature-sensitive wax part (FIG. 4, reference numeral 111), but an overstroke absorbing mechanism 137 is provided between the link member 108 and the actuator 91. Therefore, this overstroke absorbing mechanism 137 can absorb excessive extrusion of the piston member 112 of the actuator 91. When the push-out of the piston member 112 of the actuator 91 is restricted, the load applied to the link member 108 is reduced and the link member 108 is hardly deformed, and the operation of the opening / closing louvers 106 and 107 can be prevented from being hindered.

  In the cooling device (FIG. 4, reference numeral 40), when the actuator 91 is operated, the pushing force of the actuator 91 is once absorbed by the overstroke absorbing mechanism 137 and then transmitted to the link member 108. Compared with the case where the actuators are directly connected, the load acting on the rotating shaft connected to the link member is reduced, and the diameter of the rotating shaft can be reduced. Further, since the overstroke absorbing mechanism 137 is provided between the link member 108 and the actuator 91, the overstroke absorbing mechanism 137 does not protrude outside the engine (FIG. 3, reference numeral 30). Therefore, even if the overstroke absorbing mechanism 137 is disposed in the vicinity of the cooling air intake portion (FIG. 3, reference numeral 52), the engine can be reduced in size.

In FIG. 4, the cooling fan 49 is provided at an end portion of the crankshaft 65 (the rotating portion 94 of the generator 82), and the actuator 91 is provided in an oil pan portion 92 disposed below the crankshaft 65.
Since the cooling fan 49 is provided at the end of the crankshaft 65, the cooling fan 49 is accommodated within the length of the crankshaft 65.
The actuator 91 is provided in the oil pan portion 92, and most of the actuator 91 can be stored in the oil pan portion 92.
Since both the cooling fan 49 and the actuator 91 do not have to worry about overhanging from the engine (reference numeral 30 in FIG. 3), the engine can be downsized.

  In the cooling device described so far, a thermo-type actuator is employed, but other driving sources can be used to open and close the louvers.

An example in which a diaphragm is used as a louver opening / closing drive source will be described with reference to FIG.
In FIG. 9, the same structure as that in FIG. The main change is that the driving source for opening and closing the louver is changed from a thermoactuator to a diaphragm type driving device.
The cooling air control mechanism 55 </ b> B has a diaphragm type driving device 167. The diaphragm drive device 167 includes a diaphragm 171 provided inside the case 168 and biased by a spring 169. The link member 108 is connected to the diaphragm 171 through a connecting portion 172.

A case 168 is connected to the intake system of the engine (reference numeral 30 in FIG. 1) via a pipe 173.
After the warm-up operation, the valve 175 is opened when the lubricating oil temperature sensor 174 of the oil pan 92 detects that the temperature has reached a predetermined temperature. When the valve 175 is opened, the diaphragm 171 is pulled by the negative pressure of the intake system, and the link member 108 is lowered. As a result, the open / close louvers 104, 105, 106, 107 are opened.

  The diaphragm type driving device 167 is attached to the right outer wall surface 176 of the oil pan portion 92 via a support member 177. Even if the distance between the cooling air control mechanism 55B and the oil pan 92 is large, a drive source for opening and closing the louver can be provided.

Next, an example in which a servo motor is used as a louver opening / closing drive source will be described with reference to FIG.
In FIG. 10, the same structure as that in FIG. The main change is that the drive source for opening and closing the louver is changed from a thermo actuator to a servo motor.
The cooling air control mechanism 55C has a servo motor 178. The servo motor 178 is attached to the right outer wall surface 179 of the oil pan portion 92 via a support member 181. A winding member 182 is connected to the output shaft of the servo motor 178, and the winding member 182 and a drive plate 183 integrated with the rotary shaft 103 are connected by a cable 184. In addition, the drive plate 183 and the link member 108 are rotatably connected.

  When the servo motor 178 is rotated, the cable 184 is wound around the winding member 182, so that the drive plate 183 is rotated and the link member 108 is lowered. As a result, the open / close louvers 104, 105, 106, 107 are opened.

  The start timing of the servo motor 178 is as follows. After the warm-up operation, the lubricating oil temperature sensor 185 in the oil pan 92 detects that the temperature has reached a predetermined temperature, and a signal from the sensor 185 is input to an engine control unit (hereinafter referred to as ECU) 186. When a start command is input from the ECU 186 to the servo motor 178, the servo motor 178 rotates. When the servo motor 178 is used, it can be started and stopped frequently, so that the opening area of the cooling air intake can be finely adjusted.

In addition, although the torsion coil spring was employ | adopted for the overstroke absorption mechanism which concerns on this invention in embodiment, since a tension spring, a compression spring, etc. can be employ | adopted, it is safe to employ | adopt a general spring.
In addition, the vehicle according to the present invention has been described by applying a scooter type vehicle in the embodiment, but any other vehicle type may be used as long as the vehicle includes an engine having a cooling fan attached to a crankshaft. .

  The engine cooling device of the present invention is suitable for a scooter type vehicle.

  DESCRIPTION OF SYMBOLS 10 ... Scooter type vehicle, 30 ... Engine, 40 ... Cooling device, 42 ... Exhaust pipe, 49 ... Cooling fan, 52 ... Cooling air intake port, 55A ... Cooling air control mechanism, 56 ... Control mechanism cover, 65 ... Crankshaft 91 ... Actuator, 92 ... Oil pan part, 95 ... End part, 99, 101, 102, 103 ... Rotating shaft, 104, 105, 106, 107 ... Opening / closing louver, 108 ... Link member, 111 ... Temperature sensitive wax part, DESCRIPTION OF SYMBOLS 112 ... Piston member, 113 ... Operating axis, 137 ... Overstroke absorption mechanism, 138 ... Louver cover part, 161 ... Inside.

Claims (9)

In the cooling device (40) of the engine (30) that cools the engine (30) with air taken in by the cooling fan (49) through the cooling air intake port (52),
A cooling air control mechanism (55A) having an actuator (91) for changing the opening area of the cooling air inlet (52);
Said cooling fan (49) is provided at an end of the crank shaft (65) (95), said actuator (91) is provided in the oil pan portion (92) below said crank shaft (65),
The actuator (91) is formed with a temperature sensitive part formed so as to protrude into the oil pan part (92).
An engine cooling system characterized by that. The engine cooling device according to claim 1, wherein the oil pan (92) has an opening communicating from the outside to the inside, and the actuator (91) is attached to the opening . In the cooling device (40) of the engine (30) that cools the engine (30) with air taken in by the cooling fan (49) through the cooling air intake port (52),
A cooling air control mechanism (55A) having an actuator (91) for changing the opening area of the cooling air inlet (52);
Said cooling fan (49) is provided at an end of the crank shaft (65) (95), said actuator (91) is provided in the oil pan unit disposed below the crank shaft (65) (92) ,
A plurality of rotating shafts (99 to 103) provided in a direction intersecting the axial direction of the crankshaft (65) at the cooling air intake port (52) and arranged in parallel to each other, and these rotating shafts (99 ˜103), and open / close louvers (104˜107) provided in each of them, and a link member (108) connecting the plurality of rotating shafts (99˜103) are provided,
Cover members (51, 52) on which the rotation shafts (99-103) and the open / close louvers (104-107) are formed are attached to the engine (30), and the link member (108) and the actuator (91). And an overstroke mechanism (137) that absorbs excessive extrusion of the piston member (112) of the actuator (91).
An engine cooling system characterized by that. A plurality of rotating shafts (99 to 103) provided in a direction intersecting the axial direction of the crankshaft (65) at the cooling air intake port (52) and arranged in parallel to each other, and these rotating shafts (99 ˜103), and open / close louvers (104˜107) provided in each of them, and a link member (108) connecting the plurality of rotating shafts (99˜103) are provided ,
The temperature sensing part is a temperature sensing wax part (111) that expands the temperature sensing wax inside by increasing the temperature of the lubricating oil that lubricates the engine (30) ,
When the opening and closing louvers (104 to 107) are opened and closed between the link member (108) and the actuator (91) by the operation of the actuator (91), the piston member (112) of the actuator (91) The engine cooling device according to claim 1, further comprising an overstroke absorbing mechanism (137) for absorbing excessive extrusion. The engine cooling device according to claim 4, wherein the actuator (91) is arranged such that an operation axis (113) is obliquely upward with respect to the oil pan portion (92). The engine (30) is an engine (30) of a scooter type vehicle (10) having an exhaust pipe (42) extending toward the rear of the vehicle, and the crankshaft (65) being placed along the vehicle width direction. The engine cooling device according to claim 5 , wherein the actuator (91) is disposed on the vehicle inner side of the exhaust pipe (42). The engine cooling device according to claim 6, wherein the actuator (91) and the link member (108) are arranged behind the crankshaft (65). The engine cooling device according to claim 7, wherein the actuator (91) and the link member (108) are covered with a control mechanism cover (56). The engine cooling device according to claim 8 , wherein a louver cover portion (138) is provided at the cooling air intake portion (52) to cover the periphery of the open / close louvers (104-107).

Images