JPWO2003035461A1 - Arrangement structure of secondary air control valve for exhaust in motorcycle - Google Patents

Arrangement structure of secondary air control valve for exhaust in motorcycle Download PDF

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JPWO2003035461A1
JPWO2003035461A1 JP2003537988A JP2003537988A JPWO2003035461A1 JP WO2003035461 A1 JPWO2003035461 A1 JP WO2003035461A1 JP 2003537988 A JP2003537988 A JP 2003537988A JP 2003537988 A JP2003537988 A JP 2003537988A JP WO2003035461 A1 JPWO2003035461 A1 JP WO2003035461A1
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secondary air
engine
main frame
control valve
carburetor
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JP3975198B2 (en
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高田　康弘
康弘 高田
大 樋渡
大 樋渡
佐藤　彰一郎
彰一郎 佐藤
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Honda Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/16—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
    • F02M35/162—Motorcycles; All-terrain vehicles, e.g. quads, snowmobiles; Small vehicles, e.g. forklifts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F01N3/227—Control of additional air supply only, e.g. using by-passes or variable air pump drives using pneumatically operated valves, e.g. membrane valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10196—Carburetted engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/04—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for motorcycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/34—Arrangements for supply of additional air using air conduits or jet air pumps, e.g. near the engine exhaust port

Abstract

ヘッドパイプから後ろ下がりに延びるメインフレームを備える車体フレームに、シリンダ軸線を前傾させて前記メインフレームの下方に配置されるエンジンが懸架され、エアクリーナおよび気化器を含む吸気装置が前記エンジンの上方に配置される自動二輪車において、前記エンジン（Ｅ）の排気ポートへの排気用２次空気の供給を制御する２次空気制御弁（４８）が、前記エンジン（Ｅ）の上部に取付けられるセルモータ（５０）および前記気化器（３８）間であって前記エンジン（Ｅ）およびメインフレーム（１３）間に配置される。これにより、メインフレームおよびエンジン間のスペースを有効に活用して２次空気制御弁を配置し、２次空気供給管路の短縮化が可能となる。An engine disposed below the main frame with a cylinder axis inclined forward is suspended on a vehicle body frame having a main frame extending rearward and downward from the head pipe, and an intake device including an air cleaner and a carburetor is disposed above the engine. In the motorcycle to be disposed, a cell motor (50), in which a secondary air control valve (48) for controlling supply of secondary air for exhaust to the exhaust port of the engine (E) is attached to the upper part of the engine (E). ) And the carburetor (38) and between the engine (E) and the main frame (13). Thereby, the secondary air control valve is arranged by effectively utilizing the space between the main frame and the engine, and the secondary air supply conduit can be shortened.

Description

発明の分野
本発明は、ヘッドパイプから後ろ下がりに延びるメインフレームを備える車体フレームに、シリンダ軸線を前傾させて前記メインフレームの下方に配置されるエンジンが懸架され、エアクリーナおよび気化器を含む吸気装置が前記エンジンの上方に配置される自動二輪車に関し、特に、排気用２次空気制御弁の配置構造の改良に関する。
背景技術
従来、たとえば日本特開２０００−３２０３２６号公報で開示されるように、メインフレームから後方に延びるシートレールで支持される乗車用シートの下方に、メインフレームの下方に配置されるエンジンへの排気用２次空気の供給を制御する２次空気制御弁が配置された構造が知られている。
しかるに上記従来のものでは、エンジンのシリンダ軸線が前傾していることでメインフレームおよびエンジン間に空きスペースがあるにもかかわらず、２次空気制御弁がエンジンよりも後方側に配置されており、２次空気制御弁およびエンジン間を結ぶ２次空気供給管路が長くなってしまう。
本発明は、かかる事情に鑑みてなされたものであり、メインフレームおよびエンジン間のスペースを有効に活用して２次空気制御弁を配置し、２次空気供給管路の短縮化を図った自動二輪車における排気用２次空気制御弁の配置構造を提供することを目的とする。
発明の開示
上記目的を達成するために、本発明は、ヘッドパイプから後ろ下がりに延びるメインフレームを備える車体フレームに、シリンダ軸線を前傾させて前記メインフレームの下方に配置されるエンジンが懸架され、エアクリーナおよび気化器を含む吸気装置が前記エンジンの上方に配置される自動二輪車において、前記エンジンの排気ポートへの排気用２次空気の供給を制御する２次空気制御弁が、前記エンジンの上部に取付けられるセルモータおよび前記気化器間であって前記エンジンおよびメインフレーム間に配置されることを第１の特徴とする。
このような第１の特徴の構成によれば、シリンダ軸線を前傾させているエンジンおよびメインフレーム間、ならびにエンジンの上方に配置される吸気装置の気化器とエンジンの上部に取付けられるセルモータとの間に生じるスペースに、２次空気制御弁を有効に配置することができる。しかもエンジンの近くに２次空気制御弁が配置されるので、２次空気制御弁およびエンジン間を結ぶ２次空気供給管路を短縮化することができる。
また本発明は、上記第１の特徴の構成に加えて、前記２次空気制御弁にその上流側で接続される２次エアクリーナが、前記メインフレームの幅方向中心を通る中心線を挟んで前記気化器と反対側に配置されることを第２の特徴とし、かかる構成によれば、気化器および２次エアクリーナを車体フレームの幅方向にずれた位置に配置するようにして、エンジンおよびメインフレーム間の狭いスペースに気化器および２次エアクリーナを有効に配置することができる。
本発明は、上記第１の特徴の構成に加えて、前記２次空気制御弁および前記エンジンの排気ポート間を結ぶ２次空気供給管路の大部分が、前記メインフレームの幅方向中心を通る中心線を挟んで前記気化器と反対側に配置されることを第３の特徴とし、かかる構成によれば、気化器および２次空気供給管路をメインフレーム側に寄せてコンパクトに配置することができる。
発明を実施するための最良の形態
先ず図１において、この自動二輪車の車体フレームＦは、フロントフォーク１１を操向可能に支承するヘッドパイプ１２と、ヘッドパイプ１２から後ろ下がりに延びるメインフレーム１３と、該メインフレーム１３の後部に連設されて後ろ上がりに延びる左右一対のリヤフレーム１４…とを備えるものであり、フロントフォーク１１の下端に前輪ＷＦが回転可能に軸支され、フロントフォーク１１の上端には操向ハンドル１５が連結される。
図２および図３を併せて参照して、メインフレーム１３の中間部両側面にはハンガプレート１６…がそれぞれ固着され、またメインフレーム１３の後部両側面にはピボットプレート１７が固着される。
メインフレーム１３の下方には、シリンダ軸線Ｃ１を前傾させたエンジンＥが配置されており、該エンジンＥは、前記ハンガプレート１６…およびピボットプレート１７で支持されるようにして車体フレームＦに懸架される。またエンジンＥの両側には、乗員が足を載せるためのフットステップ１８が設けられる。
ピボットプレート１７には円筒状の支軸２０が設けられており、該支軸２０の両端部に左右一対のリヤフォーク２１…の前端部が上下に揺動可能に支承され、両リヤフォーク２１…の後端間に後輪ＷＲが軸支される。
後輪ＷＲの上方はリヤフレーム１４…に取付けられるリヤフェンダー２４で覆われるものであり、このリヤフェンダー２４の上方には、リヤフレーム１４…で支持される燃料タンク２５が配置される。また乗車用シートであるタンデムシート２６が燃料タンク２５を覆うように配置されており、リヤフレーム１４…および両リヤフォーク２１…間にはリヤクッションユニット２７…がそれぞれ設けられる。
車体フレームＦは合成樹脂製の車体カバー３０で覆われており、この車体カバー３０は、メインフレーム１３の両側方を覆う左右一対のメインフレームサイドカバー３１…と、乗員の脚部を前方から覆うようにして両メインフレームサイドカバー３１…の前部に締結される左右一対のレッグシールド３２…と、ヘッドパイプ１２を前方側から覆うようにして両レッグシールド３２…に連なるフロントトップカバー３３と、ヘッドパイプ１２を後方側から覆うとともにメインフレーム１３を上方側から覆うようにしてフロントトップカバー３３に連なるアッパーカバー３４と、両メインフレームサイドカバー３１…の下部に連なるアンダーカバー３５と、車体フレームＦの後部を燃料タンク２５の大部分とともに両側方から覆う左右一対のリヤサイドカバー３６…とを備える。
図４を併せて参照して、エンジンＥの上方には、エアクリーナ３７、気化器３８および吸気管３９を含む吸気装置４０が配置される。
エアクリーナ３７の上部には、メインフレーム１３を両側から挟む一対の取付け板部３７ａ，３７ａが一体に設けられており、両取付け板部３７ａ，３７ａがメインフレーム１３の両側面にボルト４１，４１により締結される。すなわちエアクリーナ３７はメインフレーム１３に固定される。
エンジンＥにおけるシリンダヘッド４２の上方に配置された気化器３８の上流端は、エアクリーナ３７に直接接続されており、気化器３８の下流端に上流端が接続される吸気管３９は略Ｃ字状に彎曲して形成され、シリンダヘッド４２の上部に配置される吸気ポート４３に連なるようにして吸気管３９の下流端がシリンダヘッド４２の上部側壁に接続される。
シリンダヘッド４２の下部側壁には、該シリンダヘッド４２の下部に配置される排気ポート４４に連なるようにして排気管４５の上流端が接続される。この排気管４５は、シリンダヘッド４２から後方に延出され、後輪ＷＲの右側に配置される排気マフラー４６（図１参照）に接続される。
前記エンジンＥにおけるシリンダヘッド４２の排気ポート４４には、排気用２次空気が供給されるものであり、その２次空気の排気ポート４４への供給を制御する２次空気制御弁４８が、エンジンＥにおけるクランクケース４９の上部に取付けられるセルモータ５０および前記気化器３８間であって前記エンジンＥおよびメインフレーム１３間に配置される。
図５において、２次空気制御弁４８は、ダイヤフラムアクチュエータ５２と、該ダイヤフラムアクチュエータ５２で閉弁駆動される開閉弁５３と、エンジンＥの排気ポート４４側への空気の流通だけを許容するリード弁５４とで構成される。
ダイヤフラムアクチュエータ５２は、ケーシング５５と、該ケーシング５５で周縁部を挟持されたダイヤフラム５６と、該ダイヤフラム５６の中央部に一端が連結される金属製のロッド５７とを備える。
ケーシング５５は、ボディ５８と、前記ダイヤフラム５６の周縁部を相互間に気密に挟持して該ボディ５８に締結されるカバー５９とから成るものであり、カバー５９およびダイヤフラム５６間には該ダイヤフラム５６の一面を臨ませる負圧室６０が形成され、ボディ５８およびダイヤフラム５６間には大気圧室６１が形成される。カバー５９の中央部には、先端に絞り孔６２を有する接続管部６３が連設されており、前記絞り孔６２を介して負圧室６０内に通じる負圧取出管路６４が接続管部６３に接続され、該負圧取出管路６４は、図３で示すように、吸気装置４０の吸気管３９に接続される。これにより負圧室６０には吸気管３９内の負圧が作用することになる。
ロッド５７は、ボディ５８により軸方向移動可能に支承されており、該ロッド５７の一端は大気圧室６１側で前記ダイヤフラム５６の中央部に直接連結される。
このようなダイヤフラムアクチュエータ５２においては、吸気管３９内の負圧が高くなったときには、ダイヤフラム５６が負圧室６０の容積を減少する方向に撓み、ロッド５７が図５の上方に作動することになる。
開閉弁５３は、弁ハウジング６７と、前記ロッド５７の他端に固着される弁体６８と、弁ハウジング６７および弁体６８間に設けられる戻しばね６９とを備える。
弁ハウジング６７は、前記ボディ５８と、該ボディ５８に気密に締結されるサクションカバー７０とで構成されるものであり、ボディ５８には、空気流通路７１と、空気流通路７１を大気圧室６１に連通せしめる連通孔７２と、空気流通路７１の上流端に通じて前記ロッド５７と同軸に配置される弁孔７３と、前記空気流通路７１とは反対側で前記弁孔７３を中央部に開口させた弁座７４と、前記弁孔７３に一部を同軸に挿入せしめた支持筒部７５とが設けられ、弁孔７３を同軸に貫通するロッド５７が前記支持筒部７５内に軸方向摺動可能に嵌合される。前記ボディ５８およびサクションカバー７０間には弁室７６が形成される。またサクションカバー７０には弁室７６に通じる接続管部７７が一体に形成されており、管路７８の下流端が接続管７７に接続される。而して管路７８の上流端は２次エアクリーナ７９に接続され、さらに２次エアクリーナ７９の上流端に連なる空気導入管路８０が、ヘッドパイプ１２の近傍までメインフレーム１３に沿って前方に延設される。しかも２次エアクリーナ７９は、メインフレーム１３の幅方向中心を通る中心線Ｃ２を挟んで気化器３８と反対側に配置されている。
前記弁座７４は該弁室７６に臨むようにしてボディ５８に形成され、弁座７４に着座することを可能として弁室７６に収納される弁体６８がロッド５７の他端に固設される。
また戻しばね６９は、前記支持筒部７５を囲繞するコイル状のものであり、弁体６８を弁座７４から離座せしめる方向、すなわちダイヤフラムアクチュエータ５２のダイヤフラム５６を大気圧室６１側に撓ませる方向のばね力を発揮してボディ５８および弁体６８間に設けられる。
リード弁５４は、弁孔８１を中央部に有して円板状に形成される弁支持板８２に、前記弁孔８１の開閉を可能として支持されるものであり、弁支持板８２は、前記弁孔８１を空気流通路７１の下流端に連通させるようにして、前記ボディ５８ならびに該ボディ５８に締結される第３カバー８３間に気密に挟持される。また第３カバー８３および弁支持板８２間には前記リード弁５４を収納する弁室８４が形成され、弁室８４に通じるようにして第３カバー８３に一体に設けられた接続管部８５に、２次空気供給管路８６の上流端が接続される。而して２次空気供給管路８６の下流端は、エンジンＥのシリンダヘッド４２における排気ポート４４に通じるようにして前記シリンダヘッド４２の下部に接続される。
しかも２次空気供給管路８６の大部分は、メインフレーム１３の幅方向中心を通る中心線Ｃ２を挟んで気化器３８とは反対側に配置される。
このような２次空気制御弁４８は、車体フレームＦのメインフレーム１３に固定される。すなわちメインフレーム１３の側面にはステー８７が締結されており、このステー８７に下方から当接するようにしてボディ５８に一体に設けられる支持フランジ５８ａが、前記ステー８７に締結される。
タンデムシート２６の下方に配置される燃料タンク２５と、該燃料タンク２５の前下方に配置される気化器３８とは、燃料タンク２５から前下がりに延びる燃料供給管路８８で接続されており、この燃料供給管路８８の途中に、エンジンＥの吸気負圧で作動する負圧作動式の燃料コック９０が介設される。
図６において、燃料コック９０は、ケーシング９１と、該ケーシング９１で周縁部を挟持されたダイヤフラム９２と、該ダイヤフラム９２の中央部に固定される弁体９３と、ケーシング９１およびダイヤフラム９２間に設けられる戻しばね９４とを備える。
ケーシング９１は、ボディ９５と、前記ダイヤフラム９２の周縁部を相互間に気密に挟持して該ボディ９５にかしめ結合されるカバー９６とから成るものであり、カバー９６およびダイヤフラム９２間には該ダイヤフラム９２の一面を臨ませる負圧室９７が形成される。しかも負圧室９７内でカバー９５の内面にはばね受板９８が当接されており、戻しばね９４は、負圧室９７の容積を増大させる側にダイヤフラム９２を撓ませる方向のばね力を発揮するようにしてダイヤフラム９２およびばね受板９８間に縮設される。
カバー９６には、負圧室９７に通じる接続管部９９が一体に設けられており、該接続管部９９と吸気装置４０の吸気管３９との間が、負圧取出管路１００で接続される。すなわち負圧室９７には吸気管３９内の負圧が導入される。
前記ダイヤフラム９２およびボディ９５間には、弁室１０１が形成されており、ボディ９５には、前記ダイヤフラム９２の中央部に固着された弁体９３を着座させ得る弁座１０２と、弁座１０２の中央部に下流端を開口する弁孔１０３とが設けられる。しかも燃料供給管路８８のうち燃料タンク２５および燃料コック９０間を結ぶ管路部分８８ａが弁孔１０３に通じるようにしてボディ９５に接続され、前記燃料管路８８のうち気化器３８および燃料コック９０間を結ぶ管路部分８８ｂが前記弁室１０１に通じるようにしてボディ９５に接続される。
ところで、吸気管３９には、燃料コック９０側に張出した取付けステー３９ａが一体に設けられており、この取付けステー３９ａに締結される支持板１０４に、前記燃料コック９０のボディ９５に一体に設けられたフランジ部９５ａが締結される。すなわち燃料コック９０は吸気管３９に取付けられる。このように吸気管３９に取付けられた状態で、燃料コック９０はメインフレーム１３の下方で２次空気制御弁４８の側方に配置され、メインフレーム１３を挟んで気化器３８とは反対側に配置される。
また気化器３８にブリード空気を導くブリード空気供給管路１０５が、エアクリーナ３７および気化器３８間に設けられており、このブリード空気供給管路１０５の途中には、前記２次エアクリーナ７９の上方に配置されるようにしてブリード空気用エアクリーナ１０６が設けられる。
次にこの実施例の作用について説明すると、シリンダ軸線Ｃ１を前傾させてメインフレーム１３の下方に配置されるエンジンＥの排気ポート４４への排気用２次空気の供給を制御する２次空気制御弁４８が、エンジンＥの上方に配置される吸気装置４０の気化器３８と、エンジンＥの上部に取付けられるセルモータ５０との間であって、エンジンＥおよびメインフレーム１３間に配置されている。
したがってシリンダ軸線Ｃ１を前傾させているエンジンＥおよびメインフレーム１３間、気化器３８とセルモータ５０との間にそれぞれ生じるスペースに、２次空気制御弁４８を有効に配置することができる。しかもエンジンＥの近くに２次空気制御弁４８が配置されることになるので、２次空気制御弁４８およびエンジンＥの排気ポート４４間を結ぶ２次空気供給管路８６を短縮化することができる。
また２次空気制御弁４８にその上流側で接続される２次エアクリーナ７９が、メインフレーム１３の幅方向中心を通る中心線Ｃ２を挟んで気化器３８と反対側に配置されており、気化器３８および２次エアクリーナ７９を車体フレームＦの幅方向にずれた位置に配置するようにして、エンジンＥおよびメインフレーム１３間の狭いスペースに気化器３８および２次エアクリーナ７９を有効に配置することができる。
さらに２次空気供給管路８６の大部分が、メインフレーム１３の幅方向中心を通る中心線Ｃ２を挟んで気化器３８と反対側に配置されるので、気化器３８および２次空気供給管路８６をメインフレーム１３側に寄せてコンパクトに配置することができる。
さらに気化器４８への燃料供給管路８８の途中に介設される負圧作動式の燃料コック９０が、メインフレーム１３の下方で２次空気制御弁４８の側方に配置されており、気化器３８およびセルモータ５０間に配置される２次空気制御弁４８の側方に燃料コック９０が配置されるので、気化器３８に燃料コック９０を近接させることができ、燃料コック９０に吸気装置４０から負圧を導く負圧取出管路１００を短くすることができる。
また燃料コック９０がメインフレーム１３を挟んで気化器３８と反対側に配置されるので、燃料供給管路８８および負圧取出管路１００の配管を容易とすることができる。
しかも燃料タンク２５から前下がりに延びて気化器３８に接続される燃料供給管路８８の途中に燃料コック９０が介設されるので、燃料タンク２５からの燃料供給停止に伴って燃料供給管路８８のうち気化器３８および燃料コック９０間を結ぶ管路部分８８ｂにエアが混入したとしても、その後の給油時に、該管路部分８８ｂからのエア抜き作業を省いても管路部分８８ｂに燃料を素早く満たすことができ、エア抜きのためのリリーフ弁等の部品を不要として部品点数を低減することを可能としつつ、気化器３８に燃料を速やかに供給することができる。
さらに燃料コック９０は、吸気装置４０の吸気管３９に取付けられるので、燃料コック９０を燃料タンク２５に取付けるようにしていたものと比べて、燃料コック９０の配置上の自由度を増大することができる。
以上、本発明の実施例を説明したが、本発明は上記実施例に限定されるものではなく、特許請求の範囲に記載された本発明を逸脱することなく種々の設計変更を行うことが可能である。
【図面の簡単な説明】
図１〜図６は本発明の一実施例を示すものであり、図１は自動二輪車の側面図、図２はエンジン付近の自動二輪車の左側面図、図３はエンジン付近の自動二輪車の右側面図、図４はメインフレームを省略した状態での図２の４矢視図、図５は図３の５−５線拡大断面図、図６は図２の６−６線拡大断面図である。FIELD OF THE INVENTION The present invention relates to an air intake including an air cleaner and a carburetor, in which an engine disposed below a main frame is suspended with a cylinder axis inclined forward on a vehicle body frame including a main frame extending rearward and downward from a head pipe. The present invention relates to a motorcycle in which a device is arranged above the engine, and more particularly to an improvement in the arrangement structure of a secondary air control valve for exhaust.
BACKGROUND ART Conventionally, as disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-320326, an engine disposed below a main frame below a riding seat supported by a seat rail extending rearward from the main frame. A structure in which a secondary air control valve for controlling supply of secondary air for exhaust is arranged is known.
However, in the above-described conventional one, the secondary air control valve is arranged on the rear side of the engine even though there is a space between the main frame and the engine because the cylinder axis of the engine is tilted forward. The secondary air supply pipe connecting the secondary air control valve and the engine becomes long.
The present invention has been made in view of such circumstances, and an automatic control system that shortens the secondary air supply pipe by effectively using the space between the main frame and the engine and arranging the secondary air control valve. An object of the present invention is to provide an arrangement structure of a secondary air control valve for exhaust in a motorcycle.
DISCLOSURE OF THE INVENTION To achieve the above object, according to the present invention, an engine disposed below a main frame is suspended from a vehicle body frame having a main frame extending rearward and downward from a head pipe with a cylinder axis inclined forward. In a motorcycle in which an air intake device including an air cleaner and a carburetor is disposed above the engine, a secondary air control valve that controls the supply of secondary air for exhaust to the exhaust port of the engine includes an upper part of the engine. The first feature is that it is disposed between the cell motor and the carburetor attached between the engine and the main frame.
According to the configuration of the first feature, the carburetor of the intake device disposed between the engine and the main frame in which the cylinder axis is inclined forward and above the engine, and the cell motor attached to the upper part of the engine are provided. The secondary air control valve can be effectively arranged in the space generated between them. In addition, since the secondary air control valve is arranged near the engine, the secondary air supply pipe connecting the secondary air control valve and the engine can be shortened.
According to the present invention, in addition to the configuration of the first feature, a secondary air cleaner connected upstream of the secondary air control valve has a center line passing through the center in the width direction of the main frame. The second feature is that the carburetor and the secondary air cleaner are arranged on the opposite side of the carburetor. According to such a configuration, the carburetor and the secondary air cleaner are arranged at positions shifted in the width direction of the vehicle body frame. The vaporizer and the secondary air cleaner can be effectively arranged in a narrow space between them.
In the present invention, in addition to the configuration of the first feature described above, most of the secondary air supply pipe connecting the secondary air control valve and the exhaust port of the engine passes through the center in the width direction of the main frame. The third feature is that the carburetor is disposed on the opposite side of the carburetor with the center line interposed therebetween. According to such a configuration, the carburetor and the secondary air supply pipe are moved closer to the main frame and are disposed compactly. Can do.
BEST MODE FOR CARRYING OUT THE INVENTION First, in FIG. 1, a body frame F of a motorcycle includes a head pipe 12 that supports a front fork 11 so as to be steerable, and a main frame 13 that extends rearward and downward from the head pipe 12. , A pair of left and right rear frames 14 that are connected to the rear portion of the main frame 13 and extend rearwardly. A front wheel WF is rotatably supported at the lower end of the front fork 11, A steering handle 15 is connected to the upper end.
2 and 3 together, the hanger plates 16 are fixed to both side surfaces of the intermediate portion of the main frame 13, and the pivot plates 17 are fixed to both side surfaces of the rear portion of the main frame 13.
An engine E with the cylinder axis C1 tilted forward is disposed below the main frame 13, and the engine E is suspended from the vehicle body frame F so as to be supported by the hanger plates 16 and the pivot plate 17. Is done. Further, on both sides of the engine E, foot steps 18 are provided for the passenger to put their feet on.
The pivot plate 17 is provided with a cylindrical support shaft 20. The front end portions of a pair of left and right rear forks 21 are supported on both ends of the support shaft 20 so as to be swingable up and down. A rear wheel WR is pivotally supported between the rear ends.
The upper portion of the rear wheel WR is covered with a rear fender 24 attached to the rear frame 14. A fuel tank 25 supported by the rear frame 14 is disposed above the rear fender 24. A tandem seat 26 serving as a passenger seat is disposed so as to cover the fuel tank 25, and a rear cushion unit 27 is provided between the rear frame 14 and the rear forks 21.
The vehicle body frame F is covered with a vehicle body cover 30 made of synthetic resin. The vehicle body cover 30 covers a pair of left and right main frame side covers 31 covering both sides of the main frame 13 and the occupant's legs from the front. A pair of left and right leg shields 32 fastened to the front portions of the main frame side covers 31 in this way, and a front top cover 33 that is continuous with the leg shields 32 so as to cover the head pipe 12 from the front side, An upper cover 34 connected to the front top cover 33 so as to cover the head pipe 12 from the rear side and cover the main frame 13 from the upper side, an under cover 35 connected to the lower part of the main frame side covers 31. A pair of left and right rear covers covering the rear part from both sides together with most of the fuel tank 25 Idokaba 36 ... and a.
Referring also to FIG. 4, an intake device 40 including an air cleaner 37, a carburetor 38 and an intake pipe 39 is disposed above the engine E.
A pair of mounting plate portions 37 a and 37 a sandwiching the main frame 13 from both sides are integrally provided on the upper portion of the air cleaner 37, and both mounting plate portions 37 a and 37 a are attached to both side surfaces of the main frame 13 by bolts 41 and 41. It is concluded. That is, the air cleaner 37 is fixed to the main frame 13.
An upstream end of the carburetor 38 disposed above the cylinder head 42 in the engine E is directly connected to the air cleaner 37, and an intake pipe 39 whose upstream end is connected to the downstream end of the carburetor 38 is substantially C-shaped. The downstream end of the intake pipe 39 is connected to the upper side wall of the cylinder head 42 so as to be connected to the intake port 43 disposed above the cylinder head 42.
The upstream end of the exhaust pipe 45 is connected to the lower side wall of the cylinder head 42 so as to be connected to the exhaust port 44 disposed at the lower part of the cylinder head 42. The exhaust pipe 45 extends rearward from the cylinder head 42 and is connected to an exhaust muffler 46 (see FIG. 1) disposed on the right side of the rear wheel WR.
The exhaust port 44 of the cylinder head 42 in the engine E is supplied with exhaust secondary air, and a secondary air control valve 48 for controlling the supply of the secondary air to the exhaust port 44 includes an engine. E between the cell motor 50 attached to the upper part of the crankcase 49 and the carburetor 38 and between the engine E and the main frame 13.
In FIG. 5, the secondary air control valve 48 includes a diaphragm actuator 52, an on-off valve 53 that is driven to be closed by the diaphragm actuator 52, and a reed valve that allows only air to flow to the exhaust port 44 side of the engine E. 54.
The diaphragm actuator 52 includes a casing 55, a diaphragm 56 having a peripheral edge sandwiched between the casings 55, and a metal rod 57 having one end connected to the central portion of the diaphragm 56.
The casing 55 includes a body 58 and a cover 59 that is airtightly sandwiched between the peripheral portions of the diaphragm 56 and fastened to the body 58, and the diaphragm 56 is interposed between the cover 59 and the diaphragm 56. A negative pressure chamber 60 is formed to face one surface, and an atmospheric pressure chamber 61 is formed between the body 58 and the diaphragm 56. A connecting pipe part 63 having a throttle hole 62 at the tip is continuously provided at the center of the cover 59, and a negative pressure extraction pipe line 64 communicating with the inside of the negative pressure chamber 60 through the throttle hole 62 is connected pipe part. 63, the negative pressure extraction pipe 64 is connected to the intake pipe 39 of the intake device 40 as shown in FIG. As a result, the negative pressure in the intake pipe 39 acts on the negative pressure chamber 60.
The rod 57 is supported by the body 58 so as to be movable in the axial direction, and one end of the rod 57 is directly connected to the central portion of the diaphragm 56 on the atmospheric pressure chamber 61 side.
In such a diaphragm actuator 52, when the negative pressure in the intake pipe 39 becomes high, the diaphragm 56 bends in the direction of decreasing the volume of the negative pressure chamber 60, and the rod 57 operates upward in FIG. Become.
The on-off valve 53 includes a valve housing 67, a valve body 68 fixed to the other end of the rod 57, and a return spring 69 provided between the valve housing 67 and the valve body 68.
The valve housing 67 includes the body 58 and a suction cover 70 that is airtightly fastened to the body 58. The body 58 has an air flow passage 71 and an air flow passage 71 provided in the atmospheric pressure chamber. 61, a communication hole 72 communicating with the air flow passage 71, a valve hole 73 arranged coaxially with the rod 57 through the upstream end of the air flow passage 71, and the valve hole 73 on the opposite side of the air flow passage 71 at the center. And a support cylinder part 75 having a part inserted coaxially into the valve hole 73, and a rod 57 coaxially passing through the valve hole 73 is provided in the support cylinder part 75. It is slidably fitted in the direction. A valve chamber 76 is formed between the body 58 and the suction cover 70. The suction cover 70 is integrally formed with a connecting pipe portion 77 that communicates with the valve chamber 76, and the downstream end of the pipe line 78 is connected to the connecting pipe 77. Thus, the upstream end of the pipe 78 is connected to the secondary air cleaner 79, and the air introduction pipe 80 connected to the upstream end of the secondary air cleaner 79 extends forward along the main frame 13 to the vicinity of the head pipe 12. Established. Moreover, the secondary air cleaner 79 is disposed on the opposite side of the carburetor 38 with a center line C2 passing through the center of the main frame 13 in the width direction.
The valve seat 74 is formed in the body 58 so as to face the valve chamber 76, and a valve body 68 that can be seated on the valve seat 74 and is accommodated in the valve chamber 76 is fixed to the other end of the rod 57.
The return spring 69 is a coil that surrounds the support cylinder portion 75 and deflects the valve body 68 away from the valve seat 74, that is, the diaphragm 56 of the diaphragm actuator 52 toward the atmospheric pressure chamber 61. It is provided between the body 58 and the valve body 68 by exerting a spring force in the direction.
The reed valve 54 is supported by a valve support plate 82 having a valve hole 81 in the center and formed in a disc shape so that the valve hole 81 can be opened and closed. The valve hole 81 is communicated with the downstream end of the air flow passage 71 so as to be airtightly sandwiched between the body 58 and the third cover 83 fastened to the body 58. A valve chamber 84 that houses the reed valve 54 is formed between the third cover 83 and the valve support plate 82, and is connected to a connecting pipe portion 85 that is provided integrally with the third cover 83 so as to communicate with the valve chamber 84. The upstream end of the secondary air supply pipe 86 is connected. Thus, the downstream end of the secondary air supply pipe 86 is connected to the lower portion of the cylinder head 42 so as to communicate with the exhaust port 44 in the cylinder head 42 of the engine E.
Moreover, most of the secondary air supply pipe 86 is disposed on the opposite side of the carburetor 38 with a center line C2 passing through the center of the main frame 13 in the width direction.
Such a secondary air control valve 48 is fixed to the main frame 13 of the vehicle body frame F. That is, a stay 87 is fastened to the side surface of the main frame 13, and a support flange 58 a provided integrally with the body 58 so as to come into contact with the stay 87 from below is fastened to the stay 87.
The fuel tank 25 disposed below the tandem seat 26 and the carburetor 38 disposed below the front of the fuel tank 25 are connected by a fuel supply line 88 extending forward and downward from the fuel tank 25. In the middle of the fuel supply line 88, a negative pressure operation type fuel cock 90 that operates with intake negative pressure of the engine E is interposed.
In FIG. 6, a fuel cock 90 is provided between a casing 91, a diaphragm 92 sandwiched at the periphery of the casing 91, a valve body 93 fixed to the center of the diaphragm 92, and the casing 91 and the diaphragm 92. The return spring 94 is provided.
The casing 91 is composed of a body 95 and a cover 96 which is airtightly sandwiched between the peripheral portions of the diaphragm 92 and is caulked to the body 95, and the diaphragm 96 is interposed between the cover 96 and the diaphragm 92. A negative pressure chamber 97 that faces one surface of 92 is formed. In addition, a spring receiving plate 98 is in contact with the inner surface of the cover 95 in the negative pressure chamber 97, and the return spring 94 exerts a spring force in a direction to bend the diaphragm 92 toward the side that increases the volume of the negative pressure chamber 97. The diaphragm 92 and the spring receiving plate 98 are contracted so as to exert the effect.
The cover 96 is integrally provided with a connecting pipe portion 99 that communicates with the negative pressure chamber 97. The connecting pipe portion 99 and the intake pipe 39 of the intake device 40 are connected by a negative pressure extraction pipe line 100. The That is, the negative pressure in the intake pipe 39 is introduced into the negative pressure chamber 97.
A valve chamber 101 is formed between the diaphragm 92 and the body 95, and a valve seat 102 capable of seating a valve body 93 fixed to a central portion of the diaphragm 92, and a valve seat 102 A valve hole 103 having an opening at the downstream end is provided at the center. In addition, a pipe portion 88 a connecting the fuel tank 25 and the fuel cock 90 in the fuel supply pipe 88 is connected to the body 95 so as to communicate with the valve hole 103, and the carburetor 38 and the fuel cock in the fuel pipe 88 are connected. A pipe line portion 88 b connecting 90 is connected to the body 95 so as to communicate with the valve chamber 101.
By the way, the intake pipe 39 is integrally provided with an attachment stay 39a extending to the fuel cock 90 side, and is provided integrally with the body 95 of the fuel cock 90 on the support plate 104 fastened to the attachment stay 39a. The flange portion 95a is fastened. That is, the fuel cock 90 is attached to the intake pipe 39. With the fuel cock 90 attached to the intake pipe 39 as described above, the fuel cock 90 is disposed below the main frame 13 and to the side of the secondary air control valve 48 and on the opposite side of the carburetor 38 with the main frame 13 interposed therebetween. Be placed.
Further, a bleed air supply line 105 for introducing bleed air to the carburetor 38 is provided between the air cleaner 37 and the carburetor 38, and is located above the secondary air cleaner 79 in the middle of the bleed air supply line 105. The air cleaner 106 for bleed air is provided so as to be disposed.
Next, the operation of this embodiment will be described. Secondary air control for controlling the supply of secondary air for exhaust to the exhaust port 44 of the engine E disposed below the main frame 13 by tilting the cylinder axis C1 forward. The valve 48 is disposed between the engine E and the main frame 13 between the carburetor 38 of the intake device 40 disposed above the engine E and the cell motor 50 attached to the upper part of the engine E.
Therefore, the secondary air control valve 48 can be effectively disposed in the spaces formed between the engine E and the main frame 13 in which the cylinder axis C1 is tilted forward and between the carburetor 38 and the cell motor 50, respectively. In addition, since the secondary air control valve 48 is arranged near the engine E, the secondary air supply pipe 86 connecting the secondary air control valve 48 and the exhaust port 44 of the engine E can be shortened. it can.
A secondary air cleaner 79 connected to the secondary air control valve 48 on the upstream side thereof is disposed on the opposite side of the carburetor 38 across a center line C2 passing through the center of the main frame 13 in the width direction. The carburetor 38 and the secondary air cleaner 79 can be effectively arranged in a narrow space between the engine E and the main frame 13 by arranging the 38 and the secondary air cleaner 79 at positions shifted in the width direction of the vehicle body frame F. it can.
Further, most of the secondary air supply pipe 86 is disposed on the opposite side of the carburetor 38 across the center line C2 passing through the center of the main frame 13 in the width direction, so that the carburetor 38 and the secondary air supply pipe 86 are arranged. 86 can be arranged compactly by moving it toward the main frame 13 side.
Further, a negative pressure operation type fuel cock 90 provided in the middle of the fuel supply line 88 to the carburetor 48 is disposed below the main frame 13 and to the side of the secondary air control valve 48, and is vaporized. Since the fuel cock 90 is arranged on the side of the secondary air control valve 48 arranged between the gas generator 38 and the cell motor 50, the fuel cock 90 can be brought close to the carburetor 38, and the intake device 40 is connected to the fuel cock 90. Therefore, it is possible to shorten the negative pressure extraction pipe 100 that guides the negative pressure from the pipe.
Further, since the fuel cock 90 is disposed on the opposite side of the carburetor 38 with the main frame 13 interposed therebetween, the piping of the fuel supply line 88 and the negative pressure extraction line 100 can be facilitated.
In addition, since the fuel cock 90 is interposed in the middle of the fuel supply line 88 that extends downward from the fuel tank 25 and is connected to the carburetor 38, the fuel supply line is connected with the stop of the fuel supply from the fuel tank 25. 88, even if air is mixed into the pipe line portion 88b connecting the carburetor 38 and the fuel cock 90, fuel can be supplied to the pipe line portion 88b even if the air bleeding work from the pipe line portion 88b is omitted at the time of subsequent refueling. Thus, it is possible to quickly supply fuel to the carburetor 38 while eliminating the need for parts such as a relief valve for venting air and reducing the number of parts.
Further, since the fuel cock 90 is attached to the intake pipe 39 of the intake device 40, the degree of freedom in arrangement of the fuel cock 90 can be increased as compared with the fuel cock 90 attached to the fuel tank 25. it can.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.
[Brief description of the drawings]
1 to 6 show an embodiment of the present invention. FIG. 1 is a side view of a motorcycle, FIG. 2 is a left side view of the motorcycle near the engine, and FIG. 3 is a right side of the motorcycle near the engine. 4 is a view taken along arrow 4 in FIG. 2 with the main frame omitted, FIG. 5 is an enlarged sectional view taken along line 5-5 in FIG. 3, and FIG. 6 is an enlarged sectional view taken along line 6-6 in FIG. is there.

Claims (3)

ヘッドパイプ（１２）から後ろ下がりに延びるメインフレーム（１３）を備える車体フレーム（Ｆ）に、シリンダ軸線（Ｃ１）を前傾させて前記メインフレーム（１３）の下方に配置されるエンジン（Ｅ）が懸架され、エアクリーナ（３７）および気化器（３８）を含む吸気装置（４０）が前記エンジン（Ｅ）の上方に配置される自動二輪車において、前記エンジン（Ｅ）の排気ポート（４４）への排気用２次空気の供給を制御する２次空気制御弁（４８）が、前記エンジン（Ｅ）の上部に取付けられるセルモータ（５０）および前記気化器（３８）間であって前記エンジン（Ｅ）およびメインフレーム（１３）間に配置されることを特徴とする自動二輪車における排気用２次空気制御弁の配置構造。An engine (E) disposed below the main frame (13) with a cylinder axis (C1) tilted forward on a vehicle body frame (F) having a main frame (13) extending downward from the head pipe (12). In a motorcycle in which an air intake device (40) including an air cleaner (37) and a carburetor (38) is disposed above the engine (E), to the exhaust port (44) of the engine (E) A secondary air control valve (48) for controlling the supply of secondary air for exhaust is provided between the cell motor (50) and the carburetor (38) mounted on the upper part of the engine (E), and the engine (E). And an arrangement structure of the secondary air control valve for exhaust in the motorcycle, which is arranged between the main frame (13). 前記２次空気制御弁（４８）にその上流側で接続される２次エアクリーナ（７９）が、前記メインフレーム（１３）の幅方向中心を通る中心線（Ｃ２）を挟んで前記気化器（３８）と反対側に配置されることを特徴とする請求項１記載の自動二輪車における排気用２次空気制御弁の配置構造。A secondary air cleaner (79) connected to the secondary air control valve (48) on the upstream side of the carburetor (38) sandwiches a center line (C2) passing through the center in the width direction of the main frame (13). 2. The arrangement structure of the secondary air control valve for exhaust in the motorcycle according to claim 1, wherein the arrangement structure is disposed on the opposite side of the exhaust gas. 前記２次空気制御弁（４８）および前記エンジン（Ｅ）の排気ポート（４４）間を結ぶ２次空気供給管路（８６）の大部分が、前記メインフレーム（１３）の幅方向中心を通る中心線（Ｃ２）を挟んで前記気化器（３８）と反対側に配置されることを特徴とする請求項１記載の自動二輪車における排気用２次空気制御弁の配置構造。Most of the secondary air supply pipe (86) connecting the secondary air control valve (48) and the exhaust port (44) of the engine (E) passes through the center in the width direction of the main frame (13). The arrangement structure of the secondary air control valve for exhaust in a motorcycle according to claim 1, wherein the arrangement is arranged on the opposite side of the carburetor (38) across the center line (C2).
JP2003537988A 2001-10-19 2001-10-19 Arrangement structure of secondary air control valve for exhaust in motorcycle Expired - Fee Related JP3975198B2 (en)

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JP4210472B2 (en) * 2002-05-24 2009-01-21 本田技研工業株式会社 Secondary air supply device for motorcycles
JP4414316B2 (en) * 2004-09-29 2010-02-10 本田技研工業株式会社 Motorcycle
CN110562375A (en) * 2018-05-17 2019-12-13 厦门厦杏摩托有限公司 Electric motorcycle
CN214533325U (en) * 2020-11-16 2021-10-29 浙江春风动力股份有限公司 Motorcycle with less pollutant discharge
CN114704366A (en) * 2022-04-13 2022-07-05 山东盛沃新能源发展有限公司 Secondary air supply device for motorcycle for achieving purposes of energy conservation and emission reduction

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JPS5891319A (en) * 1981-11-25 1983-05-31 Honda Motor Co Ltd Exhaust gas purifying device of internal-combustion engine in motorcycle
JP3302047B2 (en) * 1992-06-19 2002-07-15 ヤマハ発動機株式会社 Exhaust gas purification device for motorcycle
JPH06270877A (en) * 1993-03-23 1994-09-27 Suzuki Motor Corp Secondary air device for motorcycle
JPH06341327A (en) * 1993-06-03 1994-12-13 Suzuki Motor Corp Engine for motorcycle
JPH08258618A (en) * 1995-03-27 1996-10-08 Suzuki Motor Corp Headlight lighting control device of motorcycle
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TW558595B (en) 2003-10-21
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BR0117156A (en) 2004-08-17
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