JP6668681B2 - Saddle-type vehicle - Google Patents

Description

  The present invention relates to a straddle-type vehicle provided with a supercharged engine.

  A straddle-type vehicle such as a motorcycle may include an engine with a supercharger in order to improve fuel efficiency and output. The supercharged engine has an oil cooler and a cooling device for cooling the supercharger.

  For example, a cooling device for a supercharged engine described in Patent Document 1 includes a turbocharger attached to an engine body, an oil cooler attached close to the turbocharger, an engine body, a turbocharger, and an oil cooler. A water pump that circulates cooling water through a radiator. This cooling device includes a pipe connecting the engine body and the turbocharger, a pipe connecting the turbocharger and the oil cooler, and a pipe connecting the oil cooler and the engine body. During traveling, the cooling water flows into the oil cooler after flowing into the turbocharger from the engine side.

JP 07-42550 A

  In the technology described above, since the cooling water is used to cool the turbocharger and is heated, the oil cooler (engine oil) may not be sufficiently cooled. Insufficient cooling of engine oil has prevented effective cooling and lubrication of various parts of the engine.

  The present invention provides a straddle-type vehicle that appropriately cools engine oil supplied from an oil cooler to an engine in order to solve the above-described problems.

  A straddle-type vehicle according to the present invention includes an engine, an oil cooler that cools engine oil supplied to the engine, a supercharger that compresses combustion air supplied to the engine, the engine and the supercharger. A water pump for feeding cooling water to the machine, and a cooling pipe for flowing the cooling water sent from the water pump, wherein the cooling pipe sends the cooling water sent from the water pump to the oil cooler. A supply pipe that supplies the cooling water that has cooled the oil cooler to the supercharger, and an outflow pipe that returns the cooling water that has cooled the supercharger to the water pump. It is configured.

  According to this configuration, the oil cooler (engine oil) is cooled by the cooling water supplied from the water pump via the inflow pipe. Thereby, the engine oil supplied to the engine from the oil cooler can be sufficiently cooled using the cooling water not used for other cooling. Further, the water pump, the oil cooler and the supercharger are connected in series by a cooling pipe. Thereby, the circulation structure of the cooling water can be easily formed.

  In this case, the oil cooler is arranged at a lower front side of the engine, the supercharger is arranged above the oil cooler, the connection pipe extends upward from the oil cooler, and the outflow pipe has , Preferably extending upward from the supercharger.

  According to this configuration, since the length of the connection pipe can be reduced, the weight and cost can be reduced.

  In this case, it is preferable that the outflow pipe is connected to a circulation path of the cooling water located above the oil cooler and the supercharger.

  In this case, a radiator that cools the cooling water, and a cooling water flow that is disposed above the oil cooler and the supercharger and that adjusts an amount of the cooling water that flows through the radiator in accordance with the temperature of the cooling water A control unit, and a main pipe that communicates the cooling water flow control unit with the water pump.The outflow pipe communicates with the main pipe through the cooling water flow control unit as the circulation path. Is preferred.

  For example, when the water pump stops following the stop of the engine, the cooling water flowing through the cooling pipe also stops. Thereafter, the cooling water is heated by a supercharger to generate steam. According to these configurations, since the cooling water flow control unit (circulation path) is disposed above the supercharger or the like, the generated steam smoothly moves the outflow pipe toward the downstream side. Then, the cooling water on the upstream side of the supercharger is supplied to the supercharger by the pressure equilibrium between the supercharger and the cooling pipe. Thereby, the cooling of the supercharger can be continued even after the engine is stopped. The cooling water used for cooling the engine, the oil cooler, and the supercharger is collected by the cooling water flow control unit and then cooled by the radiator. Thereby, the temperature of the cooling water supplied to the engine through the radiator can be stabilized.

  In this case, the cooling pipe is disposed inside the length of the engine in the vehicle width direction when viewed from the front, and is disposed behind the front end of the turbocharger when viewed from the side. Is preferred.

  According to this configuration, the cooling pipe is brought to the front side of the engine and concentrated, whereby the size of the supercharged engine can be reduced.

  ADVANTAGE OF THE INVENTION According to this invention, the engine oil supplied to an engine from an oil cooler can be cooled appropriately.

FIG. 1 is a left side view showing a motorcycle according to an embodiment of the present invention. FIG. 1 is a left side view showing an engine unit of a motorcycle according to one embodiment of the present invention. FIG. 1 is a right side view showing an engine unit of a motorcycle according to one embodiment of the present invention. FIG. 1 is a front view showing an engine unit (excluding a radiator) of a motorcycle according to an embodiment of the present invention. FIG. 1 is a plan view showing an engine unit of a motorcycle according to one embodiment of the present invention. FIG. 1 is a front view showing an engine unit (including a radiator) of a motorcycle according to an embodiment of the present invention. FIG. 1 is a plan view showing an engine and a cooling system of a motorcycle according to one embodiment of the present invention. FIG. 1 is a cross-sectional view schematically illustrating a cooling system of an engine unit of a motorcycle according to an embodiment of the present invention. FIG. 1 is a front view showing an engine and a cooling pipe of a motorcycle according to an embodiment of the present invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the directions of front, rear, left, right, up, and down are based on a driver sitting on a motorcycle seat.

  The overall configuration of a motorcycle 1 according to the present embodiment will be described with reference to FIG. FIG. 1 is a left side view showing the motorcycle 1.

  The body frame 211 of the motorcycle 1 is formed, for example, by joining a plurality of steel pipes. Specifically, the vehicle body frame 211 is disposed on the head pipe 212 disposed on the upper front part of the motorcycle 1 and on the left and right parts of the motorcycle 1, and the front end is connected to the upper part of the head pipe 212. A pair of main frames 213 that extend rearward while the rear end side is inclined downward are disposed on the left and right parts of the motorcycle 1, respectively, and the front end is connected to the lower part of the head pipe 212, and the rear end is A pair of down tubes 214 extending rearward while being inclined downward more than the main frame 213, and disposed on the left and right portions of the motorcycle 1, respectively, and front ends are respectively connected to intermediate portions of the down tubes 214; A pair of side frames 215 whose rear ends extend rearward, and a pair of pivot frames respectively joined to the rear ends of the main frames 213. It is provided with a 216, a. A reinforcing frame 217 is provided between the main frame 213, the down tube 214, and the side frame 215.

  A steering shaft (not shown) is inserted into the head pipe 212, and a steering bracket 225 is provided at each of an upper end and a lower end of the steering shaft. A steering wheel 226 is provided on the upper steering bracket 225. The upper portions of the pair of left and right front forks 227 are supported by the upper and lower steering brackets 225, respectively, and the front wheels 228 are supported by the lower ends of the front forks 227.

  A front end side of the swing arm 232 is supported between a pair of left and right pivot frames 216 via a pivot shaft 231, and a rear wheel 233 is supported at a rear end side of the swing arm 232. A driven sprocket 234 is provided on the axle of the rear wheel 233, and a chain 235 for transmitting the power of the engine 12, which will be described later, is wound around the driven sprocket 234.

  The engine unit 11 is provided between the front wheel 228 and the rear wheel 233. The engine unit 11 is mainly disposed between the left main frame 213 and the left down tube 214 and the right main frame 213 and the right down tube 214, and is supported by these frames.

  A fuel tank 241 is provided above the engine unit 11, and a seat 242 is provided behind the fuel tank 241. A side stand 243 is provided on the left side of the motorcycle 1 and below and below the engine unit 11. An upper cowl 244 is provided on a front upper side of the motorcycle 1. The motorcycle 1 is provided with an under cowl 245 that mainly covers a lower front portion of the engine unit 11.

  Next, the engine unit 11 will be described with reference to FIGS. FIG. 2 is a left side view showing the engine unit 11. FIG. 3 is a right side view showing the engine unit 11. FIG. 4 is a front view showing the engine unit 11 (excluding the radiator 33). FIG. 5 is a plan view showing the engine unit 11. FIG. 6 is a front view showing the engine unit 11 (including the radiator 33). FIG. 7 is a plan view showing the engine 12 and the cooling system. FIG. 8 is a sectional view schematically showing a cooling system of the engine unit 11. FIG. 9 is a front view showing the engine 12 and the cooling pipe 61.

  The engine unit 11 includes an engine 12, a primary reduction mechanism that transmits the power of the engine 12 to the rear wheel 233, a part of a drive system such as a clutch and a transmission, a lubrication system that lubricates a movable part of the engine 12, and air. An intake system (including the supercharger 113) for supplying a mixture of fuel to the engine 12, a part of an exhaust system for discharging exhaust gas generated by combustion of the mixture from the engine 12, and cooling the engine 12 and the like. The system includes a cooling system, an AC generator that generates electric power by using rotation of a crankshaft, and the like.

  In the present embodiment, the engine 12 is, for example, a water-cooled parallel two-cylinder four-cycle gasoline engine. As shown in FIGS. 2 and 3, the engine 12 includes a crankcase 13 that houses a crankshaft (not shown), a cylinder 14 provided on the crankcase 13, and a cylinder head provided on the cylinder 14. 15 and a cylinder head cover 16 provided on the cylinder head 15.

  An oil pan 17 is provided below the crankcase 13. The cylinder axis of the engine 12 is inclined such that the upper side is located forward of the lower side. The engine 12 is provided with a balance shaft (not shown) for reducing vibration caused by the movement of the piston. The balance shaft is arranged in front of the crankshaft. Specifically, a balancer chamber 18 is integrally formed at the front of the crankcase 13 of the engine 12 (see FIG. 2). The balancer chamber 18 is formed by extending a part of the crankcase 13 forward. The balance shaft is provided in the balancer chamber 18. A magneto chamber 19 is provided on the left side of the crankcase 13 (see FIG. 2), and an AC generator (not shown) is housed in the magneto chamber 19.

  A part of the drive system of the engine unit 11 is disposed behind the engine 12. That is, a transmission case 21 is integrally formed on the rear side of the crankcase 13 and the cylinder 14, and the primary reduction mechanism and the transmission are housed in the transmission case 21. A clutch cover 22 that covers the clutch is attached to the right part of the transmission case 21 (see FIG. 3). A sprocket cover 23 that covers the drive sprocket is provided on the left side of the transmission case 21 (see FIG. 2). A chain 235 for transmitting the power of the engine 12 to the rear wheel 233 is wound around the drive sprocket (see FIG. 1).

  2 to 4, the lubrication system of the engine unit 11 includes an oil pump (not shown), an oil filter 25, and a water-cooled oil cooler 26. The oil pump pumps up engine oil stored in an oil pan 17 of the engine 12 and supplies it to various parts of the engine 12. The oil filter 25 filters engine oil. Oil cooler 26 cools engine oil supplied to engine 12. The oil filter 25 and the oil cooler 26 are arranged side by side near the center in the left-right direction (vehicle width direction) on the front side of the lower end of the engine 12 (see FIG. 4).

  As shown in FIGS. 2 to 5, the intake system of the engine unit 11 includes an air cleaner 111, a supercharger 113, an intercooler 117, an exhaust duct 118, a surge tank 119, an electronic control throttle device 120, and an injector 123. ing.

  As shown in FIGS. 4 and 5, the air cleaner 111 is disposed on the upper left side of the engine 12. The air cleaner 111 is a device that filters air taken in from the outside, and has an air filter (not shown) provided therein. 2 and 5, the intake port 112 of the air cleaner 111 is schematically shown by a two-dot chain line, but the position of the intake port 112 can be set as appropriate. Further, an air duct (not shown) that guides external air to the air cleaner 111 is provided at the suction port 112.

  As shown in FIGS. 2 to 4, the supercharger 113 is disposed in front of the cylinder 14 and the cylinder head 15 and close to above the oil cooler 26. The supercharger 113 compresses combustion air supplied to the engine 12.

  As shown in FIG. 4, the supercharger 113 includes a turbine unit 114, a compressor unit 115, and a bearing unit 116.

  The turbine unit 114 is disposed at a substantially central portion in the left-right direction of the engine 12. The turbine unit 114 includes a turbine wheel (not shown) rotatably supported in the turbine housing. The turbine wheel is driven to rotate by exhaust gas from the engine 12. The compressor unit 115 is disposed on the left side of the turbine unit 114. The compressor section 115 is configured to include a compressor impeller (not shown) rotatably supported in the compressor housing. The compressor impeller rotates together with the turbine wheel and compresses the air supplied through the air cleaner 111. The bearing unit 116 is disposed between the turbine unit 114 and the compressor unit 115. The bearing portion 116 is configured to include a bearing (not shown) that supports the turbine wheel and the compressor impeller at an intermediate portion. Engine oil is supplied to the bearing portion 116 by driving an oil pump. Note that the compressor section 115 may be arranged on the right side of the turbine section 114.

  As shown in FIGS. 3 to 5, the intercooler 117 is disposed on the upper right side of the engine 12. The intercooler 117 is a device that cools the high-temperature air that has been compressed by the compressor unit 115 of the supercharger 113. In the vicinity of the intercooler 117, there is provided an exhaust duct 118 for discharging air (exhaust air) passing through the intercooler 117 to the outside. As shown in FIGS. 2 and 5, the surge tank 119 is arranged on the upper rear side of the engine 12. The surge tank 119 is a device that rectifies the flow of the air cooled by the intercooler 117.

  The electronic control throttle device 120 is a device that adjusts the amount of air supplied to the intake port of the engine 12 through the intercooler 117. As shown in FIG. 2, the electronic control throttle device 120 includes a throttle body 121, a throttle valve (not shown) provided inside the throttle body 121, and opening and closing an intake passage formed in the throttle body 121. A drive motor 122 for driving a throttle valve. The throttle body 121 is disposed between the surge tank 119 and the intake port of the engine 12 on the upper rear side of the engine 12.

  The injector 123 is a device that injects fuel to an intake port of the engine 12, and a delivery pipe 124 that supplies fuel from the fuel tank 241 to the injector 123 is connected to the injector 123.

  The connection of each part constituting these intake systems is as follows. As shown in FIGS. 4 and 5, an air intake pipe 125 is connected between the air cleaner 111 and the compressor section 115 of the supercharger 113. The air intake pipe 125 is arranged on the front left side of the engine 12. An air outlet pipe 126 is connected between the compressor 115 and the intercooler 117. The air outlet pipe 126 is disposed on the front left side of the engine 12 and to the right of the air intake pipe 125. As shown in FIG. 5, a connecting pipe 127 is connected between the intercooler 117 and the surge tank 119. The connecting pipe 127 is arranged on the right rear side above the engine 12.

  As shown in FIGS. 4 and 5, the air taken in from the outside is usually supplied with an air cleaner 111, an air intake pipe 125, a compressor section 115 of a supercharger 113, an air outlet pipe 126, an intercooler 117, a connecting pipe 127, The gas is supplied to the intake port of the engine 12 sequentially through the surge tank 119 and the throttle body 121 of the electronic control throttle device 120. An air bypass passage 128 is provided in the vicinity of the supercharger 113 to connect the air intake pipe 125 and the air outlet pipe 126 by bypassing the compressor 115 (see FIGS. 2 and 4). An air bypass valve 129 for switching between communication and blocking of the air bypass passage 128 is provided in the middle of 128 (see FIGS. 2 and 5).

  As shown in FIG. 4, an exhaust system of the engine unit 11 includes an exhaust pipe 131 connecting between an exhaust port (not shown) of the engine 12 and a turbine unit 114 of the supercharger 113, and a turbine of the supercharger 113. A muffler joint pipe 132 that connects the portion 114 to the muffler side, a muffler (not shown), and the like are provided.

  The exhaust pipe 131 forms a part of the engine unit 11. The exhaust pipe 131 is arranged in front of the engine 12. In the present embodiment, the exhaust pipe 131 is formed integrally with the turbine housing of the turbine unit 114. Specifically, the two exhaust ports of the parallel two-cylinder engine 12 are connected to one end sides of two exhaust pipes 131, respectively. The other ends of the exhaust pipes 131 are connected to each other to form a single unit, and are integrated with the turbine housing of the turbine unit 114. Note that the exhaust pipe 131 may be formed separately from the turbine housing and connected to the turbine housing. On the other hand, one end of the muffler joint pipe 132 is connected to the turbine housing of the turbine unit 114, and the other end of the muffler joint pipe 132 passes right below the engine 12 and extends rearward toward the muffler. The muffler is arranged on the lower rear side of the engine 12.

  Exhaust gas exhausted from each exhaust port is supplied into the turbine section 114 via an exhaust pipe 131. This exhaust gas causes the turbine of the turbine section 114 to rotate. Subsequently, the exhaust gas discharged from the turbine unit 114 is supplied to the muffler via the muffler joint pipe 132, and is discharged from the muffler to the outside.

  A waste gate valve 133 is provided in the turbine section 114 of the supercharger 113. That is, a gate is formed inside the turbine section 114 to flow a part of the exhaust gas supplied through the exhaust pipe 131 to the muffler joint pipe 132 without supplying the exhaust gas to the turbine. By opening and closing the gate, the amount of exhaust gas flowing into the turbine is adjusted.

  As shown in FIG. 3, the cooling system of the engine unit 11 includes a water jacket (not shown), a water pump 30, a radiator 33, a cooling water flow control unit 41, a main pipe 51, a cooling pipe 61, It has.

  The water jacket is provided on the cylinder 14 and the cylinder head 15. The cylinder 14 and the cylinder head 15 are cooled by cooling water flowing through the water jacket.

  As shown in FIGS. 3 and 4, the water pump 30 is mounted on the right side of the crankcase 13. The water pump 30 is disposed at a position corresponding to a balance shaft located forward of the crankshaft. The water pump 30 is provided with a pump inlet 31. The water pump 30 has a supply section 30A for supplying cooling water to the water jacket. On the front side of the water pump 30, a cooling water discharge port 30B is provided. The water pump 30 operates using the rotation of the crankshaft, and sends cooling water to the engine 12 (water jacket) and the supercharger 113.

  As shown in FIGS. 2, 3, and 6, the radiator 33 is disposed on the front side of the engine 12. The radiator 33 cools the cooling water by receiving the traveling wind or driving the radiator fan 40 and releasing the heat of the cooling water to the atmosphere. The radiator 33 includes an upper radiator 34 and a lower radiator 35.

  The upper radiator 34 and the lower radiator 35 are vertically spaced apart from each other, and are connected via a pair of left and right connecting hoses 36. As shown in FIG. 7, a radiator fan 40 is mounted on the rear surface of the upper radiator 34. A radiator inlet 37 is provided on the upper left side of the rear surface of the upper radiator 34 (see also FIG. 2). A radiator outlet 38 is provided on the upper right side of the rear surface of the upper radiator 34 (see also FIG. 3).

  As shown in FIG. 3, a cooling water supply port 39 to which a water injection hose 56 extending upward is connected is formed on the lower right side of the rear surface of the upper radiator 34. A cooling water injection section 58 having a cooling water injection port 57 is provided at the upper end of the water injection hose 56. In addition, a reservoir tank 59 is connected to the radiator 33 via an overflow pipe (not shown).

  As shown in FIGS. 6 and 7, the cooling water flow control unit 41 as a circulation path is disposed above the oil cooler 26 and the supercharger 113. Specifically, the cooling water flow control unit 41 is disposed on the front right side above the cylinder head cover 16 and is attached to the engine 12 or a part of the body frame 211. The cooling water flow control unit 41 is provided for adjusting the amount of cooling water flowing through the radiator 33 according to the temperature of the cooling water. Thereby, the cooling water can be maintained at a predetermined appropriate temperature.

  As shown in FIG. 8, the cooling water flow control unit 41 includes a thermostat housing 42 and a thermostat 43. The thermostat housing 42 has a left housing 42L and a right housing 42R. The thermostat 43 is provided inside the right housing 42R.

  A first cooling water inlet 44 is formed on the rear side of the left housing 42L. A second cooling water inlet 45 is formed on the left side of the left housing 42L. On the front side of the left housing 42L, a cooling water outlet 46 is formed. The first cooling water inlet 44, the second cooling water inlet 45, and the cooling water outlet 46 respectively communicate with the inside of the left housing 42L. A water temperature sensor S for detecting the temperature of the cooling water flowing through the inside of the left housing 42L is attached to the rear left side of the left housing 42L.

  A cooling water return port 47 is formed on the front side of the right housing 42R. A cooling water outlet 48 is formed on the rear side of the right housing 42R. The cooling water return port 47 and the cooling water outflow port 48 communicate with the inside of the right housing 42R, respectively.

  A cooling water bypass passage 49 is formed between the left housing 42L and the right housing 42R. The cooling water bypass passage 49 communicates the inside of the left housing 42L with the inside of the right housing 42R.

  The thermostat 43 is provided to open and close the cooling water bypass passage 49 according to the temperature of the cooling water. The thermostat 43 includes a valve seat 43A, a main valve element 43B, a thermoelement 43C, and an auxiliary valve element 43D.

  The valve seat 43A is fixed inside the right housing 42R. The main valve element 43B and the sub-valve element 43D are fixed to a thermoelement 43C. The main valve body 43B is configured to be separated from and seated on the valve seat 43A. The sub-valve 43D is configured to be separated from and seated on an opening edge of the cooling water bypass passage 49 (hereinafter, also referred to as “sub-valve seat 43E”). The thermoelement 43C moves the main valve body 43B and the sub valve body 43D in the left-right direction according to the temperature of the cooling water. The main valve body 43B opens and closes a flow path between the cooling water return port 47 and the cooling water outlet 48, and the sub-valve element 43D opens and closes a cooling water bypass passage 49.

  As shown in FIGS. 7 and 8, the main pipe 51 communicates the cooling water flow control unit 41 with the water pump 30, and supplies the cooling water that has cooled the engine 12 to at least one of the water pump 30 and the radiator 33. Provided for supply. That is, the water pump 30, the radiator 33, the cooling water flow control unit 41, and the main pipe 51 form an engine cooling water circulation structure that circulates cooling water for cooling the engine 12.

  As shown in FIG. 7, the main pipe 51 has a cylinder outlet hose 52, a water pump inlet hose 53, a radiator inlet hose 54, and a radiator outlet hose 55. Each of the hoses 52 to 55 is made of, for example, a synthetic resin having flexibility.

  As shown in FIG. 8, a cylinder outlet hose 52 (first main pipe) is connected between an outlet (not shown) of the water jacket and a first cooling water inlet 44 of the cooling water flow control unit 41. ing. The cylinder outlet hose 52 is provided to supply the cooling water that has cooled the engine 12 (flowed out of the water jacket) to the cooling water flow control unit 41.

  The water pump inlet hose 53 (second main pipe) is connected between the cooling water outlet 48 of the cooling water flow control unit 41 and the pump inlet 31 of the water pump 30 (see FIG. 7). The water pump inlet hose 53 is provided to supply the cooling water that has passed through the cooling water flow control unit 41 to the water pump 30.

  The radiator inlet hose 54 (third main pipe) is connected between the cooling water outlet 46 of the cooling water flow control unit 41 and the radiator inlet 37 of the upper radiator 34 (see FIG. 7). The radiator inlet hose 54 is provided to supply the cooling water that has passed through the cooling water flow control unit 41 to the radiator 33.

  The radiator outlet hose 55 (fourth main pipe) is connected between the radiator outlet 38 of the upper radiator 34 and the cooling water return port 47 of the cooling water flow control unit 41 (see FIG. 7). The radiator outlet hose 55 is provided to supply the cooling water that has passed through the radiator 33 to the cooling water flow control unit 41.

  The water pump inlet hose 53, the radiator inlet hose 54, and the radiator outlet hose 55 are collectively arranged in a space between the engine 12 and the radiator 33 (see FIGS. 2 and 3).

  As shown in FIGS. 8 and 9, the cooling pipe 61 allows the cooling water sent from the water pump 30 to flow. The cooling pipe 61 is provided for supplying cooling water that has cooled the oil cooler 26 and the supercharger 113 to at least one of the water pump 30 and the radiator 33. That is, the water pump 30, the radiator 33, the cooling water flow control unit 41, and the cooling pipe 61 form a supercharger cooling water circulation structure for circulating the cooling water for cooling the oil cooler 26 and the supercharger 113.

  The cooling pipe 61 is disposed inside the left-right width (the length in the vehicle width direction) of the engine 12 when viewed from the front (see FIG. 9), and is located behind the front end of the supercharger 113 when viewed from the side. (See FIG. 3). That is, the cooling pipes 61 are collectively arranged in the space between the engine 12 and the radiator 33 (see FIG. 3). In this way, the cooling pipe 61 is brought closer to the front side of the engine 12 and collected, so that the size of the supercharged engine can be reduced.

  The cooling pipe 61 includes an inflow pipe 62, a connection pipe 63, and an outflow pipe 64.

  The inflow pipe 62 is provided to supply the cooling water sent from the water pump 30 to the oil cooler 26. The inflow pipe 62 is connected between the water pump 30 and the oil cooler 26. Specifically, the upstream end of the inflow pipe 62 is connected to the cooling water discharge port 30 </ b> B of the water pump 30. The inflow pipe 62 is bent leftward and extends leftward after extending downward from the water pump 30. The downstream end of the inflow pipe 62 is connected to the right side surface of the oil cooler 26. The inflow pipe 62 is preferably formed of a flexible synthetic resin or the like, but may be formed of a metal pipe.

  The connection pipe 63 is provided to supply cooling water that has cooled the oil cooler 26 to the supercharger 113. The connection pipe 63 has a supercharger inlet hose 63A and a supercharger inlet pipe 63B. The supercharger inlet hose 63A is preferably formed of a synthetic resin or the like, and the supercharger inlet pipe 63B is preferably formed of a metal or the like, but the entire connection pipe 63 may be formed of a metal pipe. Alternatively, it may be formed of a synthetic resin hose.

  The upstream end of the turbocharger inlet hose 63A is connected to an outflow pipe 26A protruding from the upper right side of the oil cooler 26. The supercharger inlet hose 63A extends obliquely upward and to the left from the oil cooler 26. The supercharger inlet pipe 63B is connected between the downstream end of the supercharger inlet hose 63A and the bearing 116 of the supercharger 113. The downstream end of the supercharger inlet pipe 63B is connected to a lower inflow pipe 116A protruding from the lower surface of the bearing portion 116.

  As shown in FIG. 9, the outflow pipe 64 is provided to return the cooling water that has cooled the supercharger 113 to the water pump 30. The outflow pipe 64 is connected between the supercharger 113 and the cooling water flow control unit 41. The outflow pipe 64 has a supercharger outlet pipe 64A and an inclined hose 64B. The supercharger outlet pipe 64A is preferably formed of metal or the like, and the inclined hose 64B is preferably formed of synthetic resin or the like. However, the entire outflow pipe 64 may be formed of a metal pipe, or may be formed of a synthetic pipe. It may be formed of a resin hose.

  The upstream end of the supercharger outlet pipe 64A is connected to an upper outflow pipe 116B protruding from the upper surface of the bearing portion 116 of the supercharger 113. The supercharger outlet pipe 64A is bent rightward after extending upward from the bearing portion 116 of the supercharger 113. The supercharger outlet pipe 64A extends rightward between the supercharger 113 and the exhaust pipe 131 (on the rear side of the exhaust pipe 131). The supercharger outlet pipe 64A is provided so as to have a slight upward gradient from the left side (upstream side) to the right side (downstream side). The downstream end of the turbocharger outlet pipe 64A is connected to the inclined hose 64B on the right side of the engine 12.

  The inclined hose 64B is folded upward at the rear side of the water pump inlet hose 53 and extends diagonally to the upper left. The inclined hose 64 </ b> B extends to the left of the engine 12 above the exhaust pipe 131. That is, the inclined hose 64B is provided so as to have an upward slope from the right side (upstream side) of the engine 12 to the left side (downstream side). The downstream end of the inclined hose 64B is connected to the second cooling water inlet 45 of the cooling water flow control unit 41 (see FIG. 8). That is, the outflow pipe 64 communicates with the main pipe 51 via the cooling water flow control unit 41.

  Here, the flow of the cooling water will be described. When the engine 12 starts, the water pump 30 also starts. The cooling water is sent from the water pump 30 (supply unit 30A) to the water jacket of the engine 12, and cools the cylinder 14 and the cylinder head 15. As shown in FIG. 8, the cooling water used for cooling the engine 12 flows into the first cooling water inlet 44 of the cooling water flow control unit 41 (the left housing 42L) through the cylinder outlet hose 52.

  As shown in FIGS. 8 and 9, when the water pump 30 starts, the cooling water is discharged from the cooling water discharge port 30 </ b> B of the water pump 30, flows through the inflow pipe 62, and is supplied to the oil cooler 26. . The cooling water supplied to the oil cooler 26 cools the engine oil.

  The cooling water used for cooling the oil cooler 26 (engine oil) flows through the connection pipe 63 and is supplied to the bearing unit 116 of the supercharger 113 to cool the engine oil that lubricates the bearing. The cooling water used for cooling the supercharger 113 sequentially flows through the supercharger outlet pipe 64A and the inclined hose 64B, and flows into the second cooling water inlet 45 of the cooling water flow control unit 41 (the left housing 42L). I do. The cooling water flowing out of the oil cooler 26 and the supercharger 113 joins with the cooling water flowing out of the engine 12 in the left housing 42L.

  Here, the thermostat 43 of the cooling water flow control unit 41 controls the flow of the cooling water according to the temperature of the cooling water flowing into the thermostat housing 42.

  As shown in FIG. 8, for example, when the temperature of the cooling water is equal to or lower than a predetermined reference temperature T1 (immediately after the start of the engine 12 or the like), the main valve body 43B is seated on the valve seat 43A, and the sub-valve 43D is Move away from the seat 43E. That is, the thermostat 43 completely closes the flow path between the cooling water return port 47 and the cooling water outlet 48 and fully opens the cooling water bypass passage 49. At this time, the cooling water flowing from the cooling water inlets 44 and 45 does not flow through the radiator 33 but flows from the left housing 42L to the right housing 42R through the cooling water bypass passage 49. The cooling water flows from the cooling water outlet 48 through the water pump inlet hose 53 into the pump inlet 31 of the water pump 30. In this way, by regulating the cooling water flowing toward the radiator 33, the warm-up operation of the engine 12 can be efficiently performed.

  Further, for example, when the temperature of the cooling water is higher than the reference temperature T1 and equal to or lower than a predetermined reference temperature T2 (T2> T1), the main valve body 43B moves in a direction away from the valve seat 43A as the temperature of the cooling water increases. Then, the sub-valve element 43D moves in the direction of sitting on the sub-valve seat 43E. That is, the thermostat 43 increases the area of the flow path between the cooling water return port 47 and the cooling water outlet 48 and decreases the area of the cooling water bypass passage 49 in accordance with the rise in the temperature of the cooling water. At this time, the cooling water flowing from the cooling water inlets 44 and 45 is divided into a flow toward the radiator 33 and a flow toward the cooling water bypass passage 49 inside the left housing 42L. As the temperature of the cooling water increases, the amount of cooling water flowing through the radiator 33 increases relative to the amount of cooling water flowing through the cooling water bypass passage 49.

  Specifically, the cooling water in the left housing 42L flows through the radiator inlet hose 54 from the cooling water outlet 46, and flows into the upper radiator 34 from the radiator inlet 37 (see FIG. 2). A part of the cooling water is cooled by the upper radiator 34, flows through the radiator outlet hose 55 from the radiator outlet 38 (see FIG. 3), and flows into the right housing 42R from the cooling water return port 47. The remainder of the cooling water that has flowed into the upper radiator 34 is supplied to the lower radiator 35 via one connecting hose 36 and is cooled by the lower radiator 35. The cooling water cooled by the lower radiator 35 returns to the upper radiator 34 via the other connecting hose 36, and flows into the right housing 42R via the radiator outlet 38 and the like.

  On the other hand, the cooling water flowing through the cooling water bypass passage 49 merges with the cooling water flowing through the radiator 33 inside the right housing 42R, and flows into the water pump 30 (the pump inlet 31) through the cooling water outlet 48 and the like. Will be returned.

  For example, when the temperature of the cooling water is higher than the reference temperature T2, the main valve body 43B is separated from the valve seat 43A, and the sub-valve body 43D is seated on the sub-valve seat 43E. That is, the thermostat 43 fully opens the flow path between the cooling water return port 47 and the cooling water outlet 48 and completely closes the cooling water bypass passage 49. At this time, the cooling water that has flowed into the left housing 42L from the cooling water inlets 44 and 45 does not flow through the cooling water bypass passage 49, but flows through the radiator 33 and from inside the right housing 42R to the water pump 30 (the pump inlet 31). ).

  Note that the sub-valve element 43D and the sub-valve seat 43E of the thermostat 43 may be omitted. However, by employing the thermostat 43 having the sub-valve element 43D and the like as in the present embodiment, the cooling water bypass passage 49 can be properly fully closed. This allows the cooling water in the left housing 42L to flow toward the radiator 33 without leaking to the cooling water bypass passage 49. Further, since the thermostat 43 with the sub-valve 43D is larger than the thermostat 43 without the sub-valve 43D, the cooling water bypass passage 49 that accommodates the thermostat 43 is also larger. Thereby, the flow resistance of the cooling water passing through the cooling water bypass passage 49 is reduced, so that the warm air can be quickly heated.

  According to the motorcycle 1 according to the embodiment described above, the oil cooler 26 (engine oil) is cooled by the cooling water supplied from the water pump 30 via the inflow pipe 62. Thereby, the engine oil supplied to the engine 12 from the oil cooler 26 can be sufficiently cooled using the cooling water not used for other cooling. For example, by supplying the cooled engine oil to the engine 12, seizure of bearings and the like that support the crankshaft can be suppressed. The water pump 30, the oil cooler 26, and the supercharger 113 are connected in series by a cooling pipe 61. Thereby, the cooling water circulation structure (the cooling system of the engine unit 11) can be easily formed.

  In addition, according to the motorcycle 1 according to the present embodiment, since the supercharger 113 is disposed near (directly above) the oil cooler 26, the length of the connection pipe 63 can be reduced. Thereby, the weight and cost of the motorcycle 1 can be reduced.

  By the way, for example, when the water pump 30 stops with the stop of the engine 12, the cooling water flowing through the cooling pipe 61 also stops. Thereafter, the cooling water is heated by the supercharger 113 to generate steam. In this regard, in this embodiment, the outflow pipe 64 is connected to the cooling water flow control unit 41 (circulation path) located above the oil cooler 26 and the supercharger 114. The cooling water flow control unit 41 is arranged at the highest position in the flow path of the cooling water. For this reason, the generated steam smoothly moves the outflow pipe 64 toward the downstream side. Then, the cooling water on the upstream side of the supercharger 113 is pushed out toward the supercharger 113 by the pressure equilibrium between the supercharger 113 and the cooling pipe 61. Thereby, the cooling water is supplied to the oil cooler 26 and the supercharger 113, and the cooling of the oil cooler 26 and the supercharger 113 can be continued even after the engine 12 is stopped. Further, seizure of a bearing (not shown) that supports the crankshaft and deterioration of the engine oil can be prevented.

  The cooling water used for cooling the engine 12, the oil cooler 26, and the supercharger 113 is collected by the cooling water flow control unit 41 and then cooled by the radiator 33. Thereby, the temperature of the cooling water supplied to the engine 12 through the radiator 33 can be stabilized. Although the outflow pipe 64 is connected to the cooling water flow control unit 41, the present invention is not limited to this. For example, the outflow pipe 64 may be connected to a water jacket of the engine 12 or another pipe (a hose, a pipe, a branch pipe, or the like) as a circulation path.

  In the description of the present embodiment, the case where the present invention is applied to the motorcycle 1 is shown. However, the present invention is not limited to this, and a straddle-type vehicle having a similar structure (for example, a front two-wheeled vehicle, a rear one-wheeled three-wheeled vehicle, etc.). In contrast, the present invention may be applied.

  It should be noted that the description of the above embodiment shows one mode of the straddle-type vehicle according to the present invention, and the technical scope of the present invention is not limited to the above embodiment. The components in the above embodiment can be appropriately replaced or combined with existing components and the like, and the description of the above embodiment does not limit the contents of the invention described in the claims. .

1 motorcycles (saddle-riding type vehicles)
12 engine 26 oil cooler 30 water pump 33 radiator 41 cooling water flow control unit (circulation path)
51 main pipe 61 cooling pipe 62 inflow pipe 63 connection pipe 64 outflow pipe 113 turbocharger

Claims (4)

The engine,
An oil cooler for cooling engine oil supplied to the engine,
A supercharger that compresses combustion air supplied to the engine,
A water pump for feeding cooling water to the engine and the supercharger,
A cooling pipe for flowing the cooling water sent from the water pump,
The cooling pipe is
An inflow pipe for supplying the cooling water sent from the water pump to the oil cooler,
A connection pipe for supplying the cooling water that has cooled the oil cooler to the supercharger,
An outflow pipe that returns the cooling water that has cooled the supercharger to the water pump ,
The cooling pipe is disposed inside the length in the vehicle width direction of the engine when viewed from the front, and is disposed behind the front end of the supercharger when viewed from the side. Saddle riding type vehicle. The oil cooler is arranged at a lower front side of the engine,
The supercharger is disposed above the oil cooler,
The connection pipe extends upward from the oil cooler,
The straddle-type vehicle according to claim 1, wherein the outflow pipe extends upward from the supercharger.   3. The straddle-type vehicle according to claim 1, wherein the outflow pipe is connected to a circulation path of the cooling water located above the oil cooler and the supercharger. A radiator for cooling the cooling water,
A cooling water flow control unit that is disposed above the oil cooler and the supercharger and adjusts an amount of the cooling water that flows through the radiator according to a temperature of the cooling water;
A main pipe that communicates the cooling water flow control unit with the water pump,
The straddle-type vehicle according to claim 3, wherein the outflow pipe communicates with the main pipe via the cooling water flow control unit serving as the circulation path.

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