JP6494483B2 - Variable intake system for V-type internal combustion engine - Google Patents

Description

  The present invention relates to a variable intake device in a V-type internal combustion engine.

  In a V-type internal combustion engine, an intake port member (air funnel) at the upstream end of the intake passage is moved separately from the intake passage main body in the direction of the intake central axis, thereby changing the intake passage length and using intake pulsation. A variable intake device that improves intake efficiency is known (see, for example, Patent Document 1).

Japanese Utility Model Publication No. 5-87229

Patent Document 1 discloses a variable intake device for a V-type 8-cylinder internal combustion engine, in which four cylinders are arranged in series in each bank of the V bank, and from the cylinder head provided in each cylinder to the inside of the V bank. The intake passage extends upward.
In general, the intake passage on one bank side and the intake passage on the other bank side are inclined with an angle rather than being parallel to each other, and are generally inclined.

  Therefore, the upstream air funnels that move in the direction of the passage center axis of the intake passage move in the directions of the passage center axes that are inclined with respect to each other in each bank of the V banks and do not move in the same direction. The air funnels in the intake passages of the banks cannot be integrated with each other and moved by the drive mechanism of one drive source.

  Therefore, in Patent Document 1, the air funnel in the intake passage on one bank side of the V bank and the air funnel in the intake passage on the other bank side are moved by different drive mechanisms by different motors. Yes.

  The air funnels in the intake passages of each bank of the V bank are moved by different drive mechanisms by different motors, so there are many drive sources, the drive mechanisms are complicated and the number of parts is increased, and the drive mechanisms are synchronized. Since adjustment members are necessary from the necessity, the number of parts is increased and the cost is increased.

  The present invention has been made in view of the above points, and the object of the present invention is that the inlet member (air funnel) of the intake passage of each bank of the V bank can be moved synchronously by driving of a common drive source. Thus, the drive mechanism is simplified, the number of parts is reduced, the cost is reduced, and a variable intake device for a V-type internal combustion engine having excellent maintainability is provided.

In order to achieve the above object, a variable intake device for a V-type internal combustion engine according to the present invention includes:
A plurality of cylinders of the internal combustion engine are divided into a first bank side and a second bank side that are inclined in opposite directions, and are arranged in a V shape as viewed in the crankshaft direction to constitute a V bank,
An intake passage extends from the cylinder head provided in each cylinder to the inside of the V bank,
The passage center axis of the intake passage on the first bank side and the passage center axis of the intake passage on the second bank side are configured not to be parallel on the upstream side but inclined to each other,
The intake passage is divided into an intake passage main body and an upstream intake port member, and the intake port member is configured to be movable in the direction of the passage center axis to change the intake passage length.
In a variable intake device for a V-type internal combustion engine provided with a drive mechanism for moving the intake port member,
The drive mechanism is
A parallel crank mechanism comprising a pressing member as a movable link element that presses the inlet member on the first bank side and the inlet member on the second bank side to move in the direction of the respective passage center axis;
A drive source for swinging one of the opposing crank members of the parallel crank mechanism;
Equipped with a,
The pressing member (64) is in rolling contact with the roller (39) attached to the intake port member (35f, 35r) and acts to press,
The pressing member (64) is one parallel movement link member (64) of the parallel crank mechanism (60),
The common translation link member (64) is in rolling contact with both the inlet member (35f) on the first bank (Bf) side and the inlet member (35r) on the second bank (Br) side. And a variable intake device for a V-type internal combustion engine, wherein the variable intake device operates by pressing .

  According to this configuration, one crank member of the pair of opposing crank members of the parallel crank mechanism can be swung by one drive source, and by swinging one crank member, A pressing member, which is another movable link element, moves both the inlet member on the first bank side and the inlet member on the second bank side in the direction of each passage center axis in synchronization with each other. Therefore, the drive mechanism including the drive source and the parallel crank mechanism can be simplified, the number of parts can be reduced, the cost can be reduced, and the adjustment for moving both the intake port members synchronously can be achieved. No members are required and maintenance is good.

According to this configuration, the pressing member rolls and contacts the intake port member and acts to press, so that the intake port member can be smoothly moved with a small frictional resistance.
Since the parallel movement link member, which is a common pressing member, rolls into contact with both the first bank side air inlet member and the second bank side air inlet member, the first parallel movement link member performs the pressing action. Both the bank-side inlet member and the second bank-side inlet member can be moved synchronously, and the drive mechanism can be simplified.

In the above configuration,
The pressing member may make a pressing action by rolling contact with a roller attached to the inlet member.

  According to this configuration, since the roller is attached to the inlet member and the surface on which the roller is in rolling contact is formed on the pressing member side, the roller is attached to the pressing member and the surface on which the roller is in rolling contact is specially provided. Compared with the processing and forming, the pressing member, which is the movable link element of the parallel crank mechanism, can be easily formed without specially forming the surface on which the roller rolls and contacts as the link element, and no special processing is required. Therefore, the weight is reduced and the burden on the drive source is reduced, and the drive mechanism can be made compact by using a small drive source.

In the above configuration,
The cylinders on at least one of the first bank side and the second bank side are arranged in series in the crankshaft direction,
The intake passages extending from the cylinder heads respectively provided in the cylinders arranged in series are also arranged in series in the crankshaft direction together with the intake port member,
The plurality of air inlet members arranged in series in the crankshaft direction may be integrally connected by a connecting member.

  According to this configuration, since the plurality of intake port members of the intake passage arranged in series in the crankshaft direction are integrally connected by the connecting member, when at least one intake port member is moved by the pressing member, A plurality of intake port members arranged in series in the crankshaft direction can be moved integrally and synchronously, and the drive mechanism can be simplified.

In the above configuration,
The cylinders on at least one of the first bank side and the second bank side are arranged in series in the crankshaft direction,
The intake passages extending from the cylinder heads respectively provided in the cylinders arranged in series are also arranged in series in the crankshaft direction together with the intake port member,
The common pressing member may be brought into rolling contact with both of the intake port members adjacent to each other in the crankshaft direction so as to press.

  According to this configuration, since the common pressing member rolls against and presses both of the intake port members adjacent to each other in the crankshaft direction, they are adjacent to each other in the crankshaft direction arranged in series by the common pressing member. Both of the matching inlet members can be moved synchronously, and the drive mechanism can be simplified.

In the above configuration,
The drive source is supported by a fixed link member of the parallel crank mechanism and is disposed between the intake port member on the first bank side and the intake port member on the second bank side,
The parallel crank mechanism may be configured such that the parallel movement link member is suspended below the fixed link member via a pair of opposing crank members so as to be movable in parallel.

  According to this configuration, the drive source supported by the fixed link member of the parallel crank mechanism is disposed between the intake member on the first bank side and the intake member on the second bank side. Is not located in the vicinity of the central axis of the two intake passages that are inclined to each other and in the vicinity thereof, and does not become an inflow resistance of intake air, and the parallel movement link member can be moved under the fixed link member that supports the drive source. Since it is suspended, the drive source does not interfere with the operation of the parallel crank mechanism.

In the above configuration,
The drive source is a drive motor;
One crank member of the parallel crank mechanism is integrally provided on an output drive shaft protruding from the motor main body of the drive motor, and a shaft end portion on the opposite side of the motor main body across the one crank member Further, a rotation angle sensor for detecting the rotation angle of the output drive shaft may be provided.

  According to this configuration, the rotation angle sensor is provided at the shaft end on the opposite side of the motor body across the one crank member provided integrally with the output drive shaft that protrudes from the motor body of the drive motor that is the drive source. Therefore, the rotation angle sensor is not located in the vicinity of the intake passage center axis of the two intake passages that are inclined to each other and in the vicinity thereof, and does not become an inflow resistance of intake air and does not interfere with the operation of the parallel crank mechanism. The motor body and the rotation angle sensor are disposed on both sides of the parallel crank mechanism, and can be supported with a good weight balance.

In the above configuration,
A throttle valve for adjusting the amount of intake air in the intake passage is disposed in the intake passage main body,
A throttle control motor for driving the throttle valve may be arranged below the drive source and below the parallel crank mechanism.

  According to this configuration, the throttle control motor that drives the throttle valve disposed in the intake passage body is disposed below the drive source and below the parallel crank mechanism. A throttle control motor is arranged using a space below the drive source between the inlet members and below the parallel crank mechanism, and the drive mechanism for moving the inlet member and the throttle valve drive mechanism interfere with each other inside the V bank. Both can be arranged compactly.

In the above configuration,
The parallel crank mechanism is composed of a first parallel crank mechanism and a second parallel crank mechanism in which a crank member on which the drive source swings is a common shared crank member,
The pressing member includes a first pressing member that moves the inlet member on the first bank side in the direction of the passage center axis, and a second member that moves the inlet member on the second bank side in the direction of the passage center axis. Consisting of a pressing member,
The first pressing member is a first crank member facing the shared crank member in the first parallel crank mechanism,
The second pressing member may be a second crank member facing the shared crank member in the second parallel crank mechanism.

  According to this configuration, when the single drive source swings the common crank member, the first parallel crank mechanism and the second parallel crank mechanism operate simultaneously, and the first parallel crank mechanism in the first parallel crank mechanism is opposed to the common crank member. A first crank member (first pressing member) is a second crank member that is a crank member that moves the inlet member on the first bank side in the direction of the passage center axis and faces the common crank member in the second parallel crank mechanism at the same time. The (second pressing member) moves the inlet member on the second bank side in the direction of the passage center axis, and moves the inlet member on the first bank side and the inlet member on the second bank side in synchronization. Therefore, the drive mechanism can be simplified by simplifying the drive mechanism, the number of parts can be reduced, and the cost can be reduced, and the intake port members on both the first bank side and the second bank side can be reduced. Unnecessary adjustment member for moving the sake, it is also good maintainability.

  According to the present invention, one crank member of a pair of opposed crank members of the parallel crank mechanism can be swung by one drive source, and the other crank member can be swung by moving one crank member. The pressing member, which is a movable link element, can move both the inlet member of the first bank side inlet member and the second bank side inlet member in the direction of each passage center axis in synchronization with each other. Therefore, the drive mechanism including the drive source and the parallel crank mechanism can be simplified, the number of parts can be reduced, the cost can be reduced, and an adjustment member for moving both the intake port members in synchronization can be provided. No need for maintenance.

1 is an overall side view of a motorcycle equipped with a V-type internal combustion engine according to an embodiment of the present invention. It is a top view of the variable intake device of the same V type internal combustion engine. It is the III arrow directional view of the variable intake device in FIG. It is the IV-IV sectional view taken on the line of the variable intake device in FIG. It is an expanded sectional view of the sliding boss part of an air funnel. It is the VI-VI sectional view taken on the line of the variable intake device in FIG. It is sectional drawing which shows another state of the variable intake device shown in FIG. It is sectional drawing which shows another state of the variable intake device shown in FIG. It is a schematic diagram of the variable intake device according to another embodiment of the present invention. It is a schematic diagram which shows another state of the variable intake device.

Hereinafter, an embodiment according to the present invention will be described with reference to FIGS.
The V-type internal combustion engine 20 according to the present embodiment is a front-rear V-type four-cylinder four-stroke cycle internal combustion engine mounted on the motorcycle 1.

An overall side view of the motorcycle 1 on which the internal combustion engine 20 is mounted is shown in FIG.
In the description of the present specification, the directions of front, rear, left and right are based on a normal standard in which the straight traveling direction of the motorcycle 1 according to the present embodiment is the front. In the drawings, FR is the front and RR is the rear. , LH indicates the left side, and RH indicates the right side.

The body frame of the motorcycle 1 branches left and right from the front head pipe 2 and a pair of left and right main frames 3 and 3 extend slightly diagonally downward, and from the front of the left and right main frames 3 and 3, respectively. A down frame 4 extends downward.
The main frame 3 has a center frame portion 3b which is a vertical portion with a slant portion 3a extending rearward and bent downward slightly toward the rear from the center of the vehicle body. The seat frame 5 extends slightly upward.

The V-type internal combustion engine 20 is connected to the main frames 3 and 3 in a space between the main frames 3 and 3 and the down frame 4 that are paired on the left and right sides and in the front and rear direction between the down frame 4 and the center frame 3b. It is suspended and mounted on the down frame 4.
A front fork 8 that pivotally supports the front wheel 7 at its lower end is pivotally supported by the head pipe 2 and is steerable by a handle bar 9.

On the other hand, a swing arm 11 extends rearward on a pivot shaft 10 installed on a center frame portion 3b at the center of the vehicle body frame, and a rear wheel 12 is supported on the rear end.
A fuel tank 13 is installed on the pair of main frames 3, and a seat 14 is disposed behind the fuel tank 13 and supported by the seat frame 6.

The V-type internal combustion engine 20 is mounted horizontally with the crankshaft 21 oriented in the vehicle width direction (left-right direction), and two of the four cylinders are tilted forward to the front bank Bf, and the two cylinders are tilted rearward. The front bank Bf and the rear bank Br have a V bank angle slightly smaller than 90 degrees, and a bank space S is formed therebetween to form a front and rear V-type bank.
The two cylinders arranged in series in the vehicle width direction of the front bank Bf and the two cylinders arranged in series in the vehicle width direction of the rear bank Br are slightly shifted from each other in the vehicle width direction.
The rear bank Br is offset to the left with respect to the front bank Bf.

  Two front cylinders 23f and two rear cylinders 23r are formed so as to extend diagonally forward and backward from a crankcase 22 that supports the crankshaft 21 with the crankshaft 21 oriented in the vehicle width direction. The front cylinder 23f and the rear cylinder 23r A front cylinder head 24f and a rear cylinder head 24r are superposed on each other and fastened together, and a front cylinder head cover 25f and a rear cylinder head cover 25r are respectively mounted on the front cylinder head 24f and the rear cylinder head 24r. It is covered.

  As shown in FIG. 1, a front intake passage 31F and a rear intake passage 31R extend upward from the front cylinder head 24f and the rear cylinder head 24r into the bank space S inside the V bank. .

  The front exhaust passage 28F that extends forward from the front cylinder head 24f is bent downward, wraps around the crankcase 22 downward, faces rearward, and bends the front of the rear wheel 12 upward and extends obliquely rearward. The rear exhaust passage 28R extending rearward from the rear cylinder head 24r is directed rearward as it is, and extends obliquely rearward together with the front exhaust passage 28F (see FIG. 1).

  Referring to FIG. 4, in the front intake passage 31F, an intake pipe portion 32f of an intake port extending from the combustion chamber of the front cylinder head 24f projects into the bank space S, and a front throttle body 33f is connected to the intake pipe portion 32f. A front intake passage main body 34f is formed, and a front air funnel 35f (a dotted pattern in the figure) is provided as an intake port member at the upstream end of the front throttle body 33f.

  Similarly, in the rear intake passage 31R, an intake pipe portion 32r of an intake port extending from the combustion chamber of the rear cylinder head 24r protrudes into the bank space S, and a rear throttle body 33r is connected to the intake pipe portion 32r. A side intake passage main body 34r is formed, and a rear air funnel 35r (a dotted pattern in the figure) is provided as an inlet member at the upstream end of the rear throttle body 33r.

  The front throttle body 33f and front air funnel 35f of the front intake passage 31F and the rear throttle body 33r and rear air funnel 35r of the rear intake passage 31R are air cleaners 15 provided in recesses formed in the lower surface of the fuel tank 13. The front air funnel 35f and the rear air funnel 35r are inserted into the clean side of the air cleaner 15 from below (see FIG. 1).

Referring to FIG. 4, the upstream side of the passage center axis Lf of the front intake passage 31F forms a straight line and is inclined slightly rearward and obliquely upward, and upstream of the passage center axis Lr of the rear intake passage 31R. The side is a straight line and is inclined obliquely forward and obliquely upward.
Therefore, the passage center axis Lf of the front intake passage 31F and the passage center axis Lr of the rear intake passage 31R are linear on the upstream side and are inclined to each other in a state of being nearly parallel.

  Referring to FIG. 6, the front throttle body 33f and the rear throttle body 33r are rotatably provided with a throttle valve 33v for controlling the opening of the intake passage (throttle opening). The amount of intake air in the intake passage is adjusted by the movement.

A fuel injection valve 41f is inserted from the rear side into the downstream portion of the throttle valve 33v of the front throttle body 33f so that fuel can be injected into the intake passage downstream of the throttle valve 33v.
Similarly, a fuel injection valve 41r is fitted from the front side into a portion of the rear throttle body 33r downstream of the throttle valve 33v so that fuel can be injected into the intake passage downstream of the throttle valve 33v.

In the intake passages upstream of the throttle valve 33v of the front throttle body 33f and the rear throttle body 33r, the opening is widened toward the upstream side.
The front air funnel 35f and the rear air funnel 35r have an annular shape, and the downstream end openings are respectively aligned with the upstream end openings of the front throttle body 33f and the rear throttle body 33r, and the opening is expanded in a trumpet shape toward the upstream side. Yes.
Net covers 36f and 36r each having a hook shape are covered with upstream openings of the front air funnel 35f and the rear air funnel 35r.

  The front air funnel 35f is slidably penetrated by two support shafts 42 and 42 that are erected at symmetrical positions with respect to the passage center axis Lf in the front throttle body 33f, and moves in a direction in which the passage center axis Lf is directed. It is provided freely (see FIGS. 4 and 6).

  Referring to the front air funnel 35f of FIG. 4, the support shaft 42 has a lower end portion implanted in the front throttle body 33f, protrudes upward, and is fitted into the sliding boss portion 43 of the front air funnel 35f. The support shaft 42 penetrates upward through the linear bush 44, which is a sliding member, and the nut 45 is screwed onto the threaded portion at the upper end of the support shaft 42 by pressing the retainer 46, so that the retainer 46 and the front air funnel 35f slide. A compression spring 47 wound around the support shaft 42 is interposed between the moving boss portion 43.

FIG. 5 shows an enlarged cross-sectional view of the structure of the sliding boss portion 43.
Referring to FIG. 5, the sliding boss portion 43 of the front air funnel 35f has a bottomed cylindrical shape, and has a circular hole through which the support shaft 42 passes through the bottom wall on the upper side.
Inside the sliding boss portion 43, a cylindrical linear bush 44 having a rubber cylinder 44R fitted on the outer periphery is fitted.

On the outer peripheral surface of the rubber cylinder 44R, annular convex portions 44Rv and 44Rv bulging outwardly are formed at two locations, and the annular convex portions 44Rv and 44Rv are pressed against the inner peripheral surface of the rubber cylindrical body 44R. It is inserted so that.
A circlip 49 is fitted into the opening of the rubber cylinder 44R in which the linear bush 44 is fitted via a washer 48 to prevent the linear bush 44 from coming off.

Thus, the support shaft 42 penetrates the linear bush 44 fitted into the sliding boss portion 43 via the rubber cylinder 44R.
The front air funnel 35f is linearly penetrated by two support shafts 42 and 42 which are erected in parallel with the passage center axis Lf at positions symmetrical to the passage center axis Lf. It is positioned via the bushes 44, 44 and translated in the direction of the passage center axis Lf.

Even if the attitude of the front air funnel 35f is slightly inclined during the parallel movement of the front air funnel 35f, the elastic deformation of the rubber cylinder 44R absorbs the twist on the support shaft 42 of the linear bush 44, and the frictional resistance is reduced as much as possible. The front air funnel 35f can be smoothly translated in a slightly inclined posture.
The same applies to the rear air funnel 35r.

The front air funnel 35f is positioned by the two support shafts 42, 42 and pressed from above by the compression springs 47, 47 in a state where the passage center axis Lf is aligned with the front throttle body 33f and the openings are in contact with each other. Has been.
Therefore, the front air funnel 35f moves in the direction of the passage center axis Lf against the compression spring 47, and can change the intake passage length of the front intake passage 31F.

  The rear air funnel 35r has the same structure as that of the rear throttle body 33r, and moves in the direction of the passage center axis Lr against the compression spring 47, thereby increasing the intake passage length of the rear intake passage 31R. It can be changed.

  Thus, the front air funnels 35f and 35f at the upstream ends of the left and right front intake passages 31F and 31F in the front bank Bf move in the direction of the passage center axis Lf and Lf, and the left and right rear intake passages in the rear bank Br. The rear air funnels 35r, 35r at the upstream ends of 31R, 31R move in the direction of the passage center axis Lr, Lr, and the variable intake device 30 is configured to be able to change the intake passage length.

Referring to FIG. 2, the left and right front air funnels 35f and 35f arranged in series in the vehicle width direction are connected by two connecting bars 37f and 37ff, and move together as a vehicle width. The left and right rear air funnels 35r and 35r arranged in series in the direction are also connected by two connecting bars 37r and 37rr so as to move together.
Both ends of the connecting bars 37f, 37f, 37r, and 37rr are screwed to the air funnels with screws 37b.

The left and right front throttle bodies 33f and 33f and the left and right rear throttle bodies 33r and 33r are provided with support frames 51. A support substrate 52 stands on the support frame 51 at substantially the center of the four front and rear left and right throttle bodies. (See FIG. 2).
Referring to FIG. 2, the front throttle body 33f and the rear throttle body 33r are offset from each other in the vehicle width direction (left-right direction), and the front side is set to the right side in accordance with this offset. Assuming an offset vertical plane Sv whose rear side is inclined leftward, the support substrate 52 is erected in parallel to the offset vertical plane Sv.

A driving mechanism 50 that moves the front air funnels 35f and 35f and the rear air funnels 35r and 35r is supported on the support substrate 52.
The drive mechanism 50 includes a drive motor 55 that is a drive source and a parallel crank mechanism 60.

The drive motor 55 has an end surface from which the output drive shaft 55a of the motor main body 55H protrudes abuts on the upper side of the support substrate 52 parallel to the offset vertical surface Sv from the right side, and is fixedly supported by the support substrate 52. The output drive shaft 55a Passes through the support substrate 52 and protrudes to the left.
The drive motor 55 attached to the upper part of the support substrate 52 is positioned between the front and rear front air funnels 35f and 35r on the right side (see FIGS. 2 and 4).

  Referring to FIG. 4, the upper portion of the support substrate 52 to which the drive motor 55 is attached has an extending portion 61 e extending forward, and corresponds to a fixed link member 61 that is a fixed link element of the parallel crank mechanism 60. To do.

  Referring to FIG. 4, the output drive shaft 55 a that protrudes to the left through the fixed link member 61 of the drive motor 55 attached to the fixed link member 61 on the upper portion of the support substrate 52 has the parallel crank mechanism 60. A crank member 62, which is a swing link element, is integrally provided and extends downward. The crank member 62 can swing back and forth integrally with the output drive shaft 55a.

A pivot 63a protrudes at substantially the same height as the output drive shaft 55a of the extending portion 61e of the fixed link member 61, and a crank member 63 facing the crank member 62 of the parallel crank mechanism 60 is disposed on the pivot 63a. The lower end portion is pivotably supported back and forth with the portion being pivotally supported.
The pair of front and rear crank members 62, 63 facing the parallel crank mechanism 60 have the same shape.

  A translational link member 64, which is a movable link element of the parallel crank mechanism 60, is pivoted on pivots 62b and 63b projecting from the lower ends of a pair of front and rear crank members 62 and 63 below the fixed link member 61. It is supported and is suspended substantially horizontally.

Referring to FIG. 2, the parallel movement link member 64 is parallel to the offset vertical plane Sv, and between the left and right front throttle bodies 33f and 33f and between the left and right rear throttle bodies 33r and 33r. It is a long rectangular column-shaped member having an end and long in the front-rear direction.
Bearing boss portions 64f and 64r are formed to project upward and forward of the central portion on the upper surface of the parallel movement link member 64, the front bearing boss portion 64f and the crank member 63 are connected via a pivot 63b, and the rear The bearing boss 64r on the side and the crank member 62 are connected via a pivot 62b.

Since the four axes of the output drive shaft 55a and the pivot shafts 62b, 63a and 63b are located at the apexes of the parallelogram, the fixed link member 61, the pair of front and rear crank members 62 and 63, and the parallel movement link member 64 are the four axes. The parallel crank mechanism 60 is configured by being chained through the two.
Accordingly, the parallel movement link member 64 suspended substantially horizontally below the fixed link member 61 via the pair of front and rear crank members 62 and 63 moves in parallel.

  Referring to FIG. 4, the front and rear long parallel movement link member 64 has a front end located below between the left and right front air funnels 35f and 35f, and the left and right front air funnels 35f and 35f facing each other. The bearings 38 and 38 are vertically suspended from each other, and the rollers 39 and 39 that are cantilevered and supported by the bearings 38 and 38 via the support shaft are rotatably supported. The both rollers 39 and 39 are moved in parallel. It is in rolling contact with the upper surface of the front end portion of the link member 64.

  The rear end portion of the translational link member 64 is positioned below the left and right rear air funnels 35r and 35r, and the bearing portions 38 and 38 are suspended from the opposite positions of the left and right rear air funnels 35r and 35r. The rollers 39 and 39 are supported by the bearings 38 and 38 in a cantilever manner via a support shaft so that the rollers 39 and 39 are rotatably supported. Rolling contact with the top surface.

  3, 4, and 6, the front air funnels 35f and 35f and the rear air funnels 35r and 35r are in contact with the upper opening end surfaces of the front throttle bodies 33f and 33f and the rear throttle bodies 33r and 33r, respectively. The state when the intake passage length is the shortest is shown.

  At this time, as shown in FIG. 4, the parallel crank mechanism 60 has the parallel moving link member 64 on the rollers 39, 39 provided on the left and right front air funnels 35 f, 35 f at the front end and on the left and right rear at the rear end. The drive motor 55 is stopped in a state where the rollers 39, 39 provided on the side air funnels 35r, 35r are in contact with the roller 39, 39 from below and are in rolling contact therewith.

  Here, when the drive motor 55 is driven and the output drive shaft 55a is rotated, the crank member 62 provided integrally with the output drive shaft 55a swings (counterclockwise swings in a side view of FIG. 4). By doing so, as the crank members 62 and 63 of the parallel crank mechanism 60 swing, the translation link member 64 translates obliquely upward and rearward as shown in FIG. 7, and the translation link member 64 is in rolling contact. The left and right front air funnels 35f and 35f are moved against the compression spring 47 in the direction above the passage center axis Lf via the front left and right rollers 39 and 39, and are passed through the rear left and right rollers 39 and 39. The left and right rear air funnels 35r, 35r can be moved against the compression spring 47 in the direction above the passage center axis Lr to lengthen the intake passage length (see FIGS. 7 and 8).

  In this way, by driving the drive motor 55, the parallel crank mechanism 60 is actuated to translate the translation link member 64, and the front air funnels 35f and 35f and the rear air funnel via the cola 39 which is in rolling contact. By moving 35r and 35r simultaneously, the intake passage lengths of the front intake passage 31F and the rear intake passage 31R can be adjusted in synchronization.

A rotation angle sensor 58 that detects the rotation angle of the output drive shaft 55a of the drive motor 55 is supported on the support substrate 52 that supports the drive motor 55 on the opposite side (left side) of the motor body 55H.
The rotation angle sensor 58 is provided at the end of the shaft opposite to the motor body 55H with the crank member 62 fitted on the output drive shaft 55a of the drive motor 55 interposed therebetween.

  Referring to FIG. 3, the valve shafts of the throttle valves 33v and 33v of the left and right rear throttle bodies 33r and 33r are on the same axis Lt, and protrude to the right of the valve shaft of the left rear throttle body 33r. The valve shaft connecting portion 81r and the valve shaft connecting portion 82r protruding to the left of the valve shaft of the right rear throttle body 33r are fitted and connected so as to restrict relative rotation.

Accordingly, the throttle valves 33v and 33v of the left and right rear throttle bodies 33r and 33r rotate integrally.
The throttle valves 33v and 33v of the left and right front throttle bodies 33f and 33f are also rotated integrally by a similar structure (see FIG. 4) in which the valve shaft connecting portions 81f and 82f are connected.

A throttle valve drive mechanism 70 is provided suspended from a support frame 51 below the drive motor 55 positioned between the front and rear front air funnels 35f and 35r on the right side.
As shown in FIG. 4, the throttle valve drive mechanism 70 is located below the parallel crank mechanism 60.

  The throttle valve drive mechanism 70 includes a throttle control motor 72F for rotating the throttle valve 33v in the front throttle body 33f and a throttle valve in the rear throttle body 33r in a power source case 71 suspended from the support frame 51. A throttle control motor 72R that rotates 33v and respective reduction gear mechanisms (not shown) are accommodated (see FIG. 4).

Referring to FIG. 4, output shaft 74r based on throttle control motor 72R protrudes through the left side wall of power source case 71, and the base end of crank member 75r is fitted to output shaft 74r. .
On the other hand, of the valve shaft connecting portions 81r and 82r that connect the throttle valves 33v and 33v of the left and right rear throttle bodies 33r and 33r, the valve shaft connecting portion 81r extends from the crank portion 81c.

  The front end and the rear end of the connecting link member 76r are pivotally supported by pivots 76ra and 76rb, respectively, at the front end of the crank member 75r and the front end of the crank portion 81c of the valve shaft connecting portion 81r, thereby connecting the crank portion 81c and the crank member 75r. A link mechanism is configured by being linked by a link member 76r.

  Therefore, by driving the throttle control motor 72R, the valve shaft connecting portion 81 rotates integrally with the connected valve shaft connecting portion 82 via the link mechanism of the crank member 75r, the connecting link member 76r, and the crank portion 81c. As a result, the throttle valves 33v and 33v of the left and right rear throttle bodies 33r and 33r rotate, the throttle opening changes, and the intake air amount of the rear intake passage 31R can be changed.

On the other hand, referring to FIGS. 2 and 3, an output shaft 74f based on throttle control motor 72F projects through the right side wall of power source case 71, and the output shaft 74f has a proximal end of crank member 75f. It is inserted.
As described above, the throttle valves 33v and 33v of the left and right front throttle bodies 33f and 33f rotate as a unit via the valve shaft coupling portions 81f and 82f.
The valve shaft of the throttle valve 33v of the front throttle body 33f on the right side protrudes from the valve shaft end portion 85 to the right, and a crank member 86 is fitted to the valve shaft end portion 85 with the base end portion fitted thereto. .

  The rear end and front end of the connecting link member 76f are pivotally supported by pivots 76fa and 76fb, respectively, at the front end of the crank member 75f and the front end of the crank member 86, and the crank member 75f and the crank portion 86 are connected by the connecting link member 76f. The link mechanism is configured.

  Accordingly, the valve shaft end portion 85 is rotated through the link mechanism of the crank member 75f, the connecting link member 76f, and the crank portion 86 by driving the throttle control motor 72F, so that the left and right front throttle bodies 33f and 33f The throttle valves 33v and 33v rotate, the throttle opening changes, and the amount of intake air in the front intake passage 31F can be changed.

As described above, the embodiment of the variable intake device 30 for the V-type internal combustion engine according to the present invention described in detail has the following effects.
As shown in FIGS. 4 and 7, one of the opposing crank members 62, 63 of the parallel crank mechanism 60 can be swung by a drive motor 55 that is one drive source. As the crank member 62 swings, the parallel movement link member 64, which is a pressing member, which is another movable link element of the parallel crank mechanism 60, is connected to the front air funnel (intake port member) 35f on the front bank Bf side. Both the air funnels 35f and 35r of the rear air funnel (intake port member) 35r on the rear bank Br side can be moved in the direction of the passage center axes Lf and Lr in synchronization with each other.

  Therefore, the drive mechanism 50 including the drive motor 55 and the parallel crank mechanism 60 can be simplified, the number of parts can be reduced, the cost can be reduced, and the front air funnel 35f and the rear air funnel 35r can be synchronized. An adjustment member for moving is unnecessary, and maintenance is good.

  As shown in FIG. 4 and FIG. 7, the parallel movement link member 64, which is a pressing member, rolls against the front air funnel 35f and the rear air funnel 35r and presses against the front air funnel 35f. The funnel 35f and the rear air funnel 35r can be moved.

  As shown in FIGS. 4 and 7, rollers 39, 39 are attached to the front air funnel 35f and the rear air funnel 35r, and the upper surface where the rollers 39, 39 are in rolling contact with the parallel moving link member 64 as a pressing member is shown. Compared with the case where the roller 39 is attached to the parallel movement link member (pressing member) 64 and the front air funnel 35f and the rear air funnel 35r are specially formed with a surface on which the roller 39 rolls in contact with the parallel crank. The translation link member 64, which is a movable link element of the mechanism, can use the upper surface of the long member as it is without specially processing and forming the surface on which the roller rolls and contacts as a link element. Because no special processing is required, the weight is reduced and the burden on the drive source is reduced, and the drive mechanism can be made compact by using a small drive source. .

  As shown in FIG. 2, two front air funnels 35f, 35f and two rear air funnels 35r, 35r of intake passages 31F, 31R arranged in series in the crankshaft direction are connected to connecting members 37f, 37ff and a connecting member. Since they are integrally connected by the members 37r and 37rr, when at least one front air funnel 35f or one rear air funnel 35r is moved by the translation link member (pressing member) 64, they are arranged in series in the crankshaft direction. The other front air funnel 35f or the other rear air funnel 35r can be moved in synchronism with each other, and the drive mechanism can be simplified.

  Even when there are three or more cylinders arranged in series in the crankshaft direction of the V-type internal combustion engine, if a plurality of three or more air funnels arranged in series are connected together by a connecting member, a single drive A simple drive mechanism by a source can move in synchronization with a plurality of air funnels.

  As shown in FIG. 2, a common translation link member (pressing member) 64 is common to both the two front air funnels 35f and 35f and the two rear air funnels 35r and 35r adjacent to each other in the crankshaft direction. Are in contact with each other and pressed, so that both of the front air funnels 35f and 35f and the rear air funnels 35r and 35r adjacent to each other in the crankshaft direction arranged in series by a common translation link member (pressing member) 64 are arranged. Both of them can be moved synchronously, and the drive mechanism can be simplified.

  As shown in FIGS. 4 and 7, the parallel moving link member 64, which is a common pressing member, is in rolling contact with both the front air funnel 35f on the front bank Bf side and the rear air funnel 35r on the rear bank Br side. Therefore, both the front air funnel 35f on the front bank Bf side and the rear air funnel 35r on the rear bank Br side can be moved synchronously by the common translation link member 64, and the drive mechanism Can be simplified.

  As shown in FIG. 4, the drive motor 55 supported by the fixed link member 61 of the parallel crank mechanism 60 is located between the front air funnel 35f on the front bank Bf side and the rear air funnel 35r on the rear bank Br side. Therefore, the drive motor 55 is not located in the passage center axis Lf, Lr inclined between the intake passages 31F, 31R and in the vicinity thereof, and does not become an inflow resistance of intake air, and is supported by the drive motor 55. Since the parallel movement link member 64 is suspended below the fixed link member 61 to be moved in parallel, the drive motor 55 does not interfere with the operation of the parallel crank mechanism 60.

As shown in FIGS. 2, 3 and 6, the output drive shaft 55a protruding from the motor main body 55H of the drive motor 55 is on the opposite side of the motor main body 55H across one crank member 62 provided integrally therewith. Since the rotation angle sensor 58 is provided at the shaft end portion, the rotation angle sensor 58 is not located in the passage center axis lines Lf and Lr that are inclined with respect to each other of the intake passages 31F and 31R and in the vicinity thereof, and becomes an inflow resistance of intake air. Neither does it interfere with the operation of the parallel crank mechanism 60.
Further, since the motor main body 55H and the rotation angle sensor 58 are disposed on both sides of the parallel crank mechanism 60 having a fixed link member that supports the drive motor 55, the motor can be supported with a good weight balance.

  Throttle control motors 72F and 72R for driving throttle valves 33v and 33v disposed in the throttle bodies 33f and 33r of the intake passage bodies 34F and 34R are disposed below the drive motor 55 and below the parallel crank mechanism 60. Therefore, using the space below the parallel crank mechanism 60 below the drive motor 55 between the front air funnel 35f on the front bank Bf side of the V bank and the rear air funnel 35r on the rear bank Br side. Throttle control motors 72F and 72R are arranged, and the drive mechanism 50 and the throttle valve drive mechanism 70 for moving the air funnels 35f and 35r inside the V bank can be arranged compactly without interfering with each other.

Next, a variable intake device for a V-type internal combustion engine according to a second embodiment will be described with reference to FIGS.
In the above embodiment, the single parallel crank mechanism 60 is used for the drive mechanism 50. In the second embodiment, the crank member on which the common drive motor swings is used as the common common crank member. A front parallel crank mechanism 60F and a rear parallel crank mechanism 60R are used.

9 and 10 are schematic views schematically showing only the main part of the variable intake device of the V-type internal combustion engine.
The front intake passage and the rear intake passage are the same as in the above embodiment, and the same reference numerals are used to connect the front throttle body 33f, the rear throttle body 33r, the front air funnel 35f, and the rear air funnel 35 to the rollers 39, Shown with 39.

  The front parallel crank mechanism 60F and the rear parallel crank mechanism 60R share a common crank member 62c on which a common drive motor swings, and the common crank member 62c is fitted on the output drive shaft 90 of the drive motor. And extends upward.

A front crank member 63f facing the common crank member 62c in the front parallel crank mechanism 60F is positioned in front of the roller 39 attached to the front air funnel 35f, and a lower end is a support member (not shown) corresponding to a fixed link member. ) Is pivotally supported on a pivot 92a.
The front crank member 63f is integrally provided with an operating lever portion 63fa bent rearward at the lower end pivotally supported by the pivot shaft 92a. The operating lever portion 63fa is in rolling contact with the roller 39 from below, and the front crank member 63f corresponds to the front pressing member.

  The front end and the rear end of the connecting link member 61f are pivotally supported by pivots 92b and 91 on the upper end of the front crank member 63f and the upper end of the common crank member 62c, respectively, and the front crank member 63f and the common crank member 62c are connected to the connecting link member 61f. Are connected together to form a front parallel crank mechanism 60F.

On the other hand, the rear crank member 63r facing the common crank member 62c in the rear parallel crank mechanism 60R is positioned in front of the roller 39 attached to the rear air funnel 35, and the lower end is supported corresponding to the fixed link member. It is pivotally supported by a pivot 93a projecting from a member (not shown).
The rear crank member 63r has the same shape as the front crank member 63f, and is integrally provided with an operating lever portion 63ra bent rearward at the lower end pivotally supported by the pivot shaft 93a. Rolling contact is made from below, and the rear crank member 63r corresponds to the rear pressing member.

  The front end and rear end of the connecting link member 61r are pivotally supported by pivots 93b and 91 on the upper end of the rear crank member 63r and the upper end of the common crank member 62c, respectively, and the rear crank member 63r and the common crank member 62c are connected to each other. The rear parallel crank mechanism 60R is configured by being connected by the member 61r.

  Since the front parallel crank mechanism 60F and the rear parallel crank mechanism 60R share the common crank member 62c, the front crank member 63f (operating lever portion 63fa) and the rear crank member 63r (operating lever portion 63ra) having the same shape are used. Swing while maintaining the same posture.

FIG. 9 shows a state in which the front air funnel 35f and the rear air funnel 35r are in contact with the upper opening end surfaces of the front throttle body 33f and the rear throttle body 33r, respectively, and have the shortest intake passage length.
At this time, as shown in FIG. 9, in the front parallel crank mechanism 60F and the rear parallel crank mechanism 60R, the operating lever portion 63fa of the front crank member 63f comes into contact with the roller 39 provided on the front air funnel 35f, and the rear The drive motor is stopped while the operating lever portion 63ra of the side crank member 63r is in contact with the roller 39 provided on the rear air funnel 35.

  Here, when the drive motor is driven, the output drive shaft 90 rotates, and the common crank member 62c is fitted to the output drive shaft 90 and swings (counterclockwise swings in a side view in FIG. 9). As shown in FIG. 10, the front crank member 63f of the front parallel crank mechanism 60F and the rear crank member 63r of the rear parallel crank mechanism 60R are used in common with each other through the connecting link members 61f and 61r. It swings at the same angle as the crank member 62c.

  Therefore, the front air funnel 35f in which the operating lever portion 63fa of the front crank member 63f is in rolling contact with the roller 39 is moved in the direction above the passage center axis Lf to increase the intake passage length, and at the same time, the rear crank member 63r. The actuating lever portion 63ra is moved in contact with the roller 39 through the rear air funnel 35r in the direction above the passage center axis Lr to lengthen the intake passage length.

  The actuating lever portion 63fa of the front crank member 63f and the actuating lever portion 63ra of the rear crank member 63r swing in the same posture, so that the front air funnel 35f and the rear air funnel are connected via the cola 39 which is in rolling contact. By moving 35r at the same time (see FIG. 10), the lengths of the intake passages of the front intake passage 31F and the rear intake passage 31R can be adjusted in synchronization.

  In the variable intake device according to the second embodiment, when a single drive source swings the shared crank member 62c, the front parallel crank mechanism 60F and the rear parallel crank mechanism 60R operate simultaneously, and the front parallel crank The front crank member 63f facing the common crank member 62c in the mechanism 60F moves the front air funnel 35f on the front bank side in the direction of the passage center axis Lf, and at the same time, faces the common crank member 62c in the rear parallel crank mechanism 60R. The rear crank member 63r can move the rear air funnel 35r on the rear bank side in the direction of the passage center axis Lr, and can move the front air funnel 35f and the rear air funnel 35r synchronously. The number of parts can be reduced, the drive mechanism can be simplified, the number of parts can be reduced, and the cost can be reduced. Unnecessary adjustment member for moving in synchronization with 35f and the rear air funnel 35r, a good maintainability.

  The variable intake device for a V-type internal combustion engine according to the embodiment of the present invention has been described above. However, the aspect of the present invention is not limited to the above-described embodiment, and various aspects are within the scope of the gist of the present invention. Including what is implemented in.

  For example, the V-type internal combustion engine of the present invention is not limited to the four-cylinder internal combustion engine with two cylinders before and after the embodiment, and may be a V-type internal combustion engine with three cylinders and five or more cylinders, and has the requirements of claim 1. Any V-type internal combustion engine may be used.

Bf ... front bank, Br ... back bank, S ... bank space, Lf, Lr ... passage center axis,
1 ... motorcycle, 15 ... air cleaner,
20 ... Internal combustion engine, 21 ... Crankshaft, 22 ... Crankcase, 23f ... Front cylinder, 23r ... Rear cylinder, 24f ... Front cylinder head, 24r ... Rear cylinder head,
30 ... Variable intake system, 31F ... Front intake passage, 31R ... Rear intake passage, 32f, 32r ... Intake pipe section, 33f ... Front throttle body, 33r ... Rear throttle body, 33v ... Throttle valve, 34f ... Front intake passage Main body, 34r ... rear intake passage main body, 35f ... front air funnel, 35r ... rear air funnel, 37f, 37ff ... connecting bar, 37r, 37rr ... connecting bar, 38 ... bearing, 39 ... roller, 42 ... support shaft , 47 ... Compression spring,
50 ... Drive mechanism, 51 ... Support frame, 52 ... Support substrate, 55 ... Drive motor, 55H ... Motor body, 55a ... Output drive shaft, 58 ... Rotation angle sensor,
60 ... Parallel crank mechanism, 61 ... Fixed link member, 62 ... Crank member, 63 ... Crank member, 64 ... Parallel movement link member,
70 ... Throttle valve drive mechanism, 71 ... Power source case, 72F, 72R ... Throttle control motor,
60F: Front side parallel crank mechanism, 60R: Rear side parallel crank mechanism, 61f, 61r: Connection link member, 62c ... Common crank member, 63f ... Front crank member, 63fa ... Actuating lever part, 63r ... Rear crank member, 63ra ... Actuating lever, 90 ... output drive shaft, 91, 92a, 92b, 93a, 93b ... pivot.

Claims (7)

A plurality of cylinders of the internal combustion engine are divided into a first bank (Bf) side and a second bank (Br) side which are inclined in opposite directions, and are arranged in a V shape in the crankshaft direction view to constitute a V bank,
An intake passage (31F, 31R) extends from the cylinder head (23f, 23r) provided in each cylinder to the inside of the V bank,
The passage center axis (Lf) of the intake passage (31F) on the first bank (Bf) side and the passage center axis (Lr) of the intake passage (31R) on the second bank (Br) side are parallel on the upstream side. Rather than tilting each other,
The intake passage (31F, 31R) is divided into an intake passage main body (34f, 34r) and an upstream intake port member (35f, 35r), and the intake port member (35f, 35r) is connected to the passage center axis (Lf). , Lr) and the intake passage length can be changed.
In a variable intake device for a V-type internal combustion engine comprising a drive mechanism (50) for moving the intake port member (35f, 35r),
The drive mechanism (50)
The suction port member (35f) on the first bank (Bf) side and the suction port member (35r) on the second bank (Br) side are pressed in the direction of the respective passage center axis (Lf, Lr). A parallel crank mechanism (60) provided with a pressing member (64) to be moved as a movable link element;
A drive source (55) that swings one crank member (62) of a pair of crank members (62, 63) facing each other of the parallel crank mechanism (60);
With
The pressing member (64) is in rolling contact with the roller (39) attached to the intake port member (35f, 35r) and acts to press,
The pressing member (64) is one parallel movement link member (64) of the parallel crank mechanism (60),
The common translation link member (64) is in rolling contact with both the inlet member (35f) on the first bank (Bf) side and the inlet member (35r) on the second bank (Br) side. And a variable intake device for a V-type internal combustion engine, wherein the variable intake device operates by pressing. Cylinders on at least one of the first bank (Bf) side and the second bank (Br) side are arranged in series in the crankshaft direction,
The intake passages (31F, 31R) extending from the cylinder heads (23f, 23r) respectively provided in the cylinders arranged in series are also arranged in series in the crankshaft direction together with the intake port members (35f, 35r),
A plurality of the intake port member arranged in series in the crankshaft direction (35f, 35r), the connecting member (37f, 37ff, 37r, 37rr ) by according to claim 1, characterized in that it is integrally connected Variable intake system for V-type internal combustion engine. Cylinders on at least one of the first bank (Bf) side and the second bank (Br) side are arranged in series in the crankshaft direction,
The intake passages (31F, 31R) extending from the cylinder heads (23f, 23r) respectively provided in the cylinders arranged in series are also arranged in series in the crankshaft direction together with the intake port members (35f, 35r),
2. The variable intake device for a V-type internal combustion engine according to claim 1 , wherein the common pressing member (64) rolls and contacts both of the intake port members adjacent to each other in the crankshaft direction. . The drive source (55) is supported by a fixed link member (61) of the parallel crank mechanism (60), and the intake port member (35f) on the first bank (Bf) side and the second bank (Br). Between the intake member (35r) on the side,
The parallel crank mechanism (60) is suspended below the fixed link member (61) so that the parallel link member (64) can move in parallel via a pair of opposed crank members (62, 63). The variable intake device for a V-type internal combustion engine according to any one of claims 1 to 3, wherein the variable intake device is configured as described above. The drive source (55) is a drive motor,
The output drive shaft (55a) projecting from the motor body (55H) of the drive motor (55) is integrally provided with one crank member (62) of the parallel crank mechanism (60) and one of the cranks A rotation angle sensor (58) for detecting a rotation angle of the output drive shaft (55a) is provided at a shaft end opposite to the motor main body (55H) across the member (62). The variable intake device for a V-type internal combustion engine according to claim 4 . A throttle valve (33v, 33v) for adjusting the intake air amount of the intake passage (31F, 31R) is disposed in the intake passage main body (34f, 34r),
A throttle control motor (72F, 72R) for driving the throttle valve (33v, 33v) is disposed below the drive source (55) and below the parallel crank mechanism (60). The variable intake device for a V-type internal combustion engine according to claim 4 or 5 . A plurality of cylinders of the internal combustion engine are divided into a first bank (Bf) side and a second bank (Br) side which are inclined in opposite directions, and are arranged in a V shape in the crankshaft direction view to constitute a V bank,
An intake passage (31F, 31R) extends from the cylinder head (23f, 23r) provided in each cylinder to the inside of the V bank,
The passage center axis (Lf) of the intake passage (31F) on the first bank (Bf) side and the passage center axis (Lr) of the intake passage (31R) on the second bank (Br) side are parallel on the upstream side. Rather than tilting each other,
The intake passage (31F, 31R) is divided into an intake passage main body (34f, 34r) and an upstream intake port member (35f, 35r), and the intake port member (35f, 35r) is connected to the passage center axis (Lf). , Lr) and the intake passage length can be changed.
In a variable intake device for a V-type internal combustion engine comprising a drive mechanism (50) for moving the intake port member (35f, 35r),
The drive mechanism (50)
The suction port member (35f) on the first bank (Bf) side and the suction port member (35r) on the second bank (Br) side are pressed in the direction of the respective passage center axis (Lf, Lr). A parallel crank mechanism (60) provided with a pressing member (64) to be moved as a movable link element;
A drive source (55) that swings one crank member (62) of a pair of crank members (62, 63) facing each other of the parallel crank mechanism (60);
With
The pressing member (64) is in rolling contact with the roller (39) attached to the intake port member (35f, 35r) and acts to press,
The parallel crank mechanism (60) includes a first parallel crank mechanism (60F) and a second parallel crank mechanism (60R) in which a common crank member (62c) is a crank member on which the drive source (55) swings. Consists of
The pressing member includes a first pressing member (63f) for moving the intake port member (35f) on the first bank (Bf) side in the direction of the passage center axis (Lf) and the second bank (Br) side. A second pressing member (63r) for moving the inlet member (35r) in the direction of the passage center axis (Lr);
The first pressing member (63f) is a first crank member (63f) facing the shared crank member (62c) in the first parallel crank mechanism (60F),
The second pressing member (63r) is a second crank member (63r) opposed to the shared crank member (62c) in the second parallel crank mechanism (60R). Intake device.

Images