KR20000023138A - V-type internal combustion engine for a motorcycle - Google Patents

Abstract

PURPOSE: An internal combustion engine for a motorcycle is provided to secure the ground height of an internal combustion engine or regulate the height of a seat for a passenger by compacting the rear part of a crank case and a mission case. CONSTITUTION: An internal combustion engine is composed of: a front and a rear bank(4) opened at an angle of 90 degrees around a crankshaft(15) to be arranged in the left and right sides; the front and the rear bank having cylinder blocks(22) contacted to the front and rear inclined surface of a crank case(21) respectively and cylinder heads(23) connected to the upper end of the blocks; water jackets(24) provided on each cylinder block and head; and pistons(26) inserted into cylinder bores(25) of each cylinder block to be connected to a crank pin(16a) through cone rods(27).

Description

V-type internal combustion engine for motorcycles {V-TYPE INTERNAL COMBUSTION ENGINE FOR A MOTORCYCLE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a V-shaped internal combustion engine for a motorcycle, and more particularly, having a front bank and a rear bank opened in front and rear V-shapes about a crank shaft arranged in a left and right direction in a state where the body frame is mounted, and a crank accommodating a crank shaft. The rear side of the case relates to an improvement in integrally connecting and installing a mission case portion accommodating a transmission.

Such V-shaped internal combustion engines for motorcycles have been widely known as engines for motorcycles (see, for example, Japanese Patent Laid-Open No. 6-173832).

In the conventional V-shaped internal combustion engine for motorcycles, since a lubricating oil pump and a cooling water pump are arranged in the vertical direction from the rear of the crankcase, the rear of the crankcase is inevitably formed, and the interference between these pumps and the transmission is inevitable. It was necessary to protrude largely the mission case part to the rear of the crankcase to avoid. Such a thing has led to an increase in the size of the internal combustion engine, and it has been difficult to secure the ground height of the internal combustion engine and reduce the height of the seat for occupant.

The present invention has been made in view of the above circumstances, and the rear and mission case parts of the crankcase can be compactly formed without interfering with the lubricating oil pump and the cooling water pump at all, thereby securing the ground height of the internal combustion engine or securing the seat of the occupant seat. An object of the present invention is to provide a V-shaped internal combustion engine for a motorcycle which enables a height reduction.

1 is a side view of a motorcycle equipped with a V-type internal combustion engine of the present invention;

2 is a side view of the internal combustion engine;

3 is an enlarged longitudinal cross-sectional view of the 3-3 line in FIG.

4 is a cross-sectional view taken along line 4-4 of FIG. 3;

5 is a cross-sectional view taken along line 5-5 of FIG. 2;

6 is a cooling water system diagram of the internal combustion engine;

7 is a cross-sectional view taken along line 7-7 of FIG. 2;

8 is an enlarged view around the front and rear timing transmission of FIG. 3;

9 is an enlarged view around the transmission of FIG. 3;

10 is a plan view around the exhaust system of the internal combustion engine;

11 is a plan view of the cylinder head of the rear bank of the internal combustion engine;

12 is a view seen from 12 of FIG. 9;

<Explanation of symbols for main parts of the drawings>

E: Internal combustion engine M: Motorcycle

1: body frame 4 ₁ : front bank

4 ₂ : Rear bank 8: Transmission

11: starting motor 15: crankshaft

21: crankcase 57: oil pump

61 pump shaft 62 water pump

70: oil filter 71: filtration chamber

71a: entrance room 71b: exit room

94: starting transmission device 95: mission case portion

In order to achieve the above object, the present invention has a front bank and a rear bank opened in front and rear V shape centering on the crankshaft arranged in the left and right direction in the state of mounting on the vehicle body frame, and the rear of the crankcase accommodating the crankshaft In an internal combustion engine for motorcycles, which is integrally connected and installed with a mission case portion for accommodating the water, a lubricating oil pump for supplying oil to the lubrication portions of the front and rear banks, and cooling water for supplying cooling water to the water jackets of the front and rear banks. It is a 1st characteristic that the pump was installed in the crankcase so that it may be arranged to the left-right direction from the front and upper from a crankshaft.

According to this first feature, since the oil pump and the water pump are disposed forward and upward from the crankshaft, the rear part of the crankcase and the mission case portion connected thereto can be formed compactly without interfering with the oil pump and the water pump. In addition, it is possible to easily secure the ground height of the internal combustion engine and decrease the height of the seat for occupant. In this case, even if the entirety of the crankcase is slightly protruded by the arrangement of the oil pump and the water pump, the protruding portions are all disposed in the dead space below the bank, so that the internal combustion engine is not enlarged.

In addition to the above features, the present invention is characterized in that the lubricating oil pump and the cooling water pump are coaxially arranged, and the pumps are connected to both ends of a single pump shaft driven in a steady state from the crankshaft. do.

According to this second feature, the oil pump and the water pump can be driven in a steady state by a crankshaft through a common electric system, and the electric system can be simplified. In addition, since the drive system of both pumps occupying the upper position in the crankshaft avoids immersion in the oil of the crankcase oil reservoir, oil agitation by the drive system does not occur, which may contribute to a reduction in power loss.

In addition, the present invention is characterized in that, in addition to the first or second feature, a third feature is that a starter motor connected to the crankshaft through the start transmission is attached to the crankcase so as to occupy the front and lower positions of the crankshaft.

According to this third feature, the starter motors arranged in front of and below the crankshaft also do not interfere with the compactness of the rear of the crankcase and the mission case, and are all disposed in the dead space below the bank, so that the factor of the enlargement of the internal combustion engine It doesn't work. In addition, the above arrangement of the starting motor causes the starting transmission to be immersed in the oil in the oil reservoir at the bottom of the crankcase, which is operated at the start of the engine. It does not cause either.

In addition to the first or second features of the present invention, an oil filter is attached to a filtration chamber formed in the crankcase so as to occupy a position immediately above the crankshaft, and the oil filter discharge port of the lubrication oil pump by the oil filter. A fourth feature is a partitioned into an inlet chamber continuous to the outlet chamber and an outlet chamber continuous to the lubrication portions of the front and rear cranks.

According to this fourth feature, the arrangement and configuration of the oil pump, the filtration chamber, and the oil filter greatly shorten the length of the oil supply passage, and the lubrication systems for the front and rear banks can be configured substantially symmetrically. Even lubrication is possible.

Embodiment of the Invention

EMBODIMENT OF THE INVENTION Embodiment of this invention is described below based on one Example of this invention shown in an accompanying drawing.

1 is a side view of a motorcycle equipped with a V-type internal combustion engine of the present invention, FIG. 2 is a side view of the internal combustion engine, FIG. 3 is a sectional view taken along line 3-3 of FIG. 2, and FIG. 4 is a sectional view taken along line 4-4 of FIG. 5 is a sectional view taken along line 5-5 of FIG. 2, FIG. 6 is a cooling water system diagram of the internal combustion engine, FIG. 7 is a sectional view taken along line 7-7 of FIG. 2, and FIG. 8 is an enlarged view around the front and rear timing transmission of FIG. Fig. 9 is an enlarged view around the transmission of Fig. 3, Fig. 10 is a plan view around the exhaust system of the internal combustion engine, Fig. 11 is a plan view of the cylinder head of the rear bank, and Fig. 12 is a view seen from 12 of Fig. 9.

However, before and after description, right and left are assumed to be based on a motorcycle body.

(Overall Configuration of Motorcycle) (See Figs. 1 and 2)

A front fork (not shown) supporting the front wheels is steerably connected to the front end of the vehicle body frame 1 of the motorcycle M. In addition, a rear fork 3 supporting the rear wheels 2 is connected to the rear of the body frame 1 so as to be swingable up and down, and between the rear fork 3 and each rear end of the body frame 1. The rear cushion 7 is fitted.

A V-shaped internal combustion engine E having all and rear banks 4 ₁ and 4 ₂ is mounted in the middle of the vehicle body frame ₁ , and a fuel tank 5 is attached to the upper portion thereof. In addition, a main sheet 6a and a pelion sheet 6b are attached to the rear portion of the vehicle body frame 1 so as to be continuous to the rear end of the fuel tank 5.

The chain transmission 10 connecting between the output shaft 97 of the transmission 8 and the hub of the rear wheels 2 connected to the internal combustion engine E is disposed on the left side of the rear wheels 2. The starting motor 11 is disposed in front of the crankshaft 15 and also below.

In the canyon 28 between all of the internal combustion engine E and the rear banks 4 ₁ , 4 ₂ , all of the rear and rear vaporizers 12 ₁ , 12 ₂ connected to the corresponding banks are arranged. The front exhaust pipe 13 ₁ and the rear exhaust pipe 13 ₂ , which are connected to the front of the front bank and the rear bank 4 ₂ of the front bank 4 ₁ , respectively, are fitted with the rear wheels 2 and the chain transmission 10. It is connected to the front side of the common exhaust muffler 14 arrange | positioned on the opposite side, ie, the right side of the rear wheel 2, and is connected.

[Overall Configuration of Internal Combustion Engine (See Figs. 2, 3, 5, and 8)]

The all banks 4 ₁ and the rear banks 4 ₂ of the internal combustion engine E are opened at 90 degrees around the crankshaft 15 arranged in the left and right directions, and are arranged back and forth. The crankshaft 15 is provided with the single crank part 16 which has the crank pin 16a, and a pair of left and right journals 17 and 18 which adjoin both ends, and the journals 17 and 18 ball bearing. It is supported by the crankcase 21 through 19 and 20, respectively.

The front and rear banks 4 ₁ and 4 _{2 are} provided with cylinder blocks 22 ₁ and 22 ₂ joined to the crank shaft 15 to the front and rear inclined surfaces of the top of the mountain of the crank case 21, respectively. The cylinder heads 23 ₁ and 23 ₂ are joined to each other, and each of the cylinder blocks 22 ₁ and 22 ₂ and the cylinder heads 23 ₁ and 23 _{2 is} provided with a series of water jackets 24 ₁ and 24 ₂ . do.

The pistons 26 ₁ , 26 ₂ , which are fitted to the cylinder bores 25 ₁ , 25 _{2 of} each cylinder block 22 ₁ , 22 ₂ , are connected to the crank pins 16a through the cone rods 27 ₁ , 27 ₂ . Is connected to the connection. At this time, the cone rods 27 ₂ of the rear banks 4 ₂ are all disposed adjacent to the left side of the cone rods 27 ₁ of the banks 4 ₁ on the crank pins 16a, and these cone rods ( Corresponding to the left and right offset amount S (Fig. 8) of 27 ₁ and 27 ₂ , the axes of the rear banks 4 ₂ are all offset to the left side with respect to the axes of the banks 4 ₁ .

As shown in FIG. 5, the overrunning clutch 53 and the clutch 100 of the starting transmission device 94 are sequentially formed in the right end portion projecting outward from the right journal 18 of the crankshaft 15. At the same time, the drive gear 54a of the primary transmission 54 that is continuous to is attached thereto and is disposed adjacent to each other. At this time, the outer member of the overrunning clutch 53 is splined to the crankshaft 15, and the start gear 52 is fixed to the inner member. The drive gear 54a is keyed to the crankshaft 15.

As shown in Fig. 8, the left end portion of the crankshaft 15, which protrudes outward from the left journal 17, has a dynamic valve camshaft 41 _{1 of} all the banks 4 _{1 in this} order. ) drive timing of the front timing transmission unit (46 ₁₎ the rear timing transmission unit (46 ₂₎ for driving the same valve cam shaft (41 ₁₎ of the driving timing spool rocket (42 ₁₎ and a rear bank (4 ₂₎ of which drives the The sprocket 42 and the rotor 31 of the generator 30 are attached, and are disposed adjacent to each other. At this time, the rotor 31 is key-coupled to the crankshaft 15. The attachment structure of the two drive timing sprockets 42 ₁ and 42 ₂ will be described later.

The stator 32 of the generator 30 surrounded by the rotor 31 is fixedly mounted on the inner wall of the left cover 33 joined to the left end surface of the crankcase 21.

The projection part 35 is formed in the position of the outer peripheral surface of the rotor 31, and the crank position sensor 36 which detects the rotation position of the crankshaft 15 in cooperation with this projection part 35 of the crank case 21 is carried out. It is fixedly mounted on the left end surface. The output signal of this crank position sensor 36 is used as a control signal of an ignition device or an input signal of a tachometer.

On the right end of the crankshaft 15 opposite to the generator 30, the starting gear 52 is supported by the overrunning clutch 53 adjacent to the right journal 18 and adjacent to the starting gear 52. The primary drive gear 54a is then keyed.

If comprised as mentioned above, all and rear timing transmission apparatuses 46 ₁ and 46 ₂ can be assembled at the left end side of the crankshaft 15 at once, and these assemblability becomes favorable. In addition, when repairing the front and rear timing transmission apparatuses 46 ₁ and 46 ₂ , only the generator 30 on the outside thereof is removed from the crankshaft 15 so that the repair is easy without any interference with anything else. I can do it. In addition, since the touch on both the timing transmission device (46 _1, 46 ₂₎ oil droplet generator 30 that is scattered from, during operation both the timing transmission device (46 _1, 46 ₂₎ by the adjacent arrangement by the generator 30, Cooling can be effective.

Further, the front and rear timing transmissions 46 ₁ and 46 ₂ and the generator 30 are provided at the left side of the crankcase 21, and the start transmission 94, the primary transmission 54 and the clutch at the other end thereof. Since the 100 is arranged, the weight balance of both sides of the crankcase 21 is good, and thus the left and right weight balance of the motorcycle M can be easily achieved when the vehicle 100 is mounted on the body frame 1.

(Moving valve system (refer to FIGS. 2-4, 8, 9))

Cylinder heads (23 _1, 23 _2), the intake valves (37 _1, 37 ₂ and the exhaust valve 38 _1, 38 _2), the intake valve (37 _1, 37 ₂₎ of each of the banks (4 _1, 4 ₂₎ On the side of the canyon 28 between the _two banks 4 ₁ and 4 ₂ . In addition, each cylinder head 23 ₁ , 23 ₂ opens and closes corresponding intake and exhaust valves 37 ₁ , 37 ₂ ; 38 ₁ , 38 ₂ through the rocker arms 39 ₁ , 39 ₂ : 40 ₁ , 40 ₂ . Both ends of the cam shafts 41 ₁ and 41 _{2 to be} driven are made parallel to the crank shaft 15 and supported through the ball bearings 50 and 50 ', respectively. Also it is mounted fixed to the left end of the cam shaft (41 _1, 41 ₂₎ of the crankshaft (15) fixedly mounted drive timing spool rocket that is at the left end (42 _1, 42 ₂₎ and each of the banks (4 _1, 4 ₂₎ of The timing chains 44 ₁ and 44 ₂ are wound around the driven timing sprockets 43 ₁ and 43 ₂ . The two drive timing sprockets 42 ₁ and 42 ₂ have a common boss 45 press-fitted adjacent to an outer end of the left jersey 17 of the crankshaft 15.

In addition, all of the banks ₍₄₁₎ driving timing spool rocket (42 _1), the timing chain (44 ₁₎ and the driven timing spool rocket (43 ₁₎ is to slow down the rotation of the crank shaft 15, to one half the corresponding by configuring all of the timing transmission unit (46 ₁₎ for delivering to the camshaft (41 _1), which is disposed in all the banks _(41), all of the timing transmission chamber (47 ₁₎ formed on the side wall on the side of the generator 30 of which . In addition, corresponding to slow down the rotation of the rear bank (4 _{2) The} driving timing spool rocket (42 _2), the timing chain (44 ₂₎ and the driven timing spool rocket (43 ₂₎ is a crankshaft (15) to one-half to constitute the rear timing transmission unit (46 ₂₎ for passing the cam shaft (41 _2), this also is disposed in the rear timing transmission chamber (47 ₂₎ formed on the side wall on the side of the generator 30 in the rear bank (4 _2).

At this time, the rear timing transmission device 46 ₂ is disposed at the axially outer side of the timing transmission device 46 ₁ , that is, at the generator 30 side.

The crankshaft 15 is rotated counterclockwise as indicated by arrow R in Fig. 4, and therefore, the respective timing chains 44 ₁ and 44 ₂ are loose in the rear side. In order to give a constant tension to these loose sides, the slide freely contacts the loose chain tensioners 48 ₁ and 48 ₂ supported by the crankcase 21 freely on the loose sides of the timing chains 44 ₁ and 44 ₂ . Each of the banks is provided with a known tensioner lifter 49 ₁ , 49 ₂ which presses with a constant load toward the timing chains 44 ₁ , 44 ₂ corresponding to the longitudinal centers of these chain tensioners 48 ₁ , 48 ₂ . The bolts 109 are attached to the attachment surfaces formed on the rear surfaces of the cylinder blocks 22 ₁ and 22 ₂ of (4 ₁ , 4 ₂ ), respectively.

The crankcase 21 is divided into a left case half 21a and a right case half 21b at the center in the left and right directions thereof, and the outer races of the ball bearings 19 and 20 are preliminarily light-indented. When the two case halves 21a and 21b are engaged, the journals 17 and 18 on the left and right sides of the crankshaft 15 are lightly pressed into the inner races of the ball bearings 19 and 20, respectively. The drive timing sprockets 42 ₁ and 42 ₂ , in which the common boss 45 is press-fitted to the crankshaft 15 adjacent to the outer side of the left journal 17, can pass through the inner race of the left ball bearing 19. The outer diameter d ₁ of the drive timing sprockets 42 ₁ , 42 ₂ is set slightly smaller than the inner diameter d ₂ of the inner race of the ball bearing 19. Therefore, when the crankshaft 15 is a single body, the boss 45 of both drive timing sprockets 42 ₁ and 42 ₂ can be press-fitted, and the press-in operation can be performed easily. Further, by lightly pressing the ball bearings 19 and 20 into the left and right case halves 21a and 21b and the left and right crank journals 17 and 18, vibration of the ball bearings 19 and 20 is suppressed during engine operation and noise Reduction can be aimed at.

(Exhaust machine (see Figs. 2, 10 and 11))

The outlet of the exhaust port 51 ₁ of all the banks 4 ₁ is opened in front of the cylinder head 23 ₁ , and all the upstream ends of the exhaust pipes 13 ₁ are connected thereto. In addition, the outlet of the exhaust port 51 ₂ of the rear bank 4 ₂ is opened on the right side of the rear side of the cylinder head 23 ₂ on the opposite side to the rear timing transmission 46 ₂ , where the rear exhaust pipe 13 The upstream end of ₂ ) is connected.

The all exhaust pipes 13 ₁ and the rear exhaust pipes 13 ₂ are both piped up and down side by side up and down on the right side of the internal combustion engine E on the opposite side to the front and rear chain transmissions 46 ₁ and 46 ₂ . It is connected to the exhaust muffler 14 arrange | positioned at the right side of the rear wheel 2. As shown in FIG.

As described above, all and the rear timing transmission devices 46 ₁ and 46 ₂ are concentrated on one side of the rear bank 4 ₂ of the rear bank 4 ₂ with respect to the entire bank 4 ₁ of the internal combustion engine E. On the other hand, since both the front and rear exhaust pipes 13 ₁ and 13 ₂ were piped up and down side by side on the other side of the internal combustion engine E, both the timing transmission devices 46 ₁ and 46 ₂ and both exhaust pipes 13 ₁ and 13 were installed. _It is possible to greatly narrow the full width of the internal combustion engine E including both exhaust pipes 13 ₁ and 13 ₂ , while easily avoiding the interference of ₂ ).

In addition, the rear exhaust pipe 13 ₂ is connected to the exhaust port 51 ₂ opening on the rear right side of the cylinder head 23 ₂ of the rear bank 4 ₂ to the right side of the motorcycle M. It is possible to reduce the warpage of (13 ₂ ) and lower the pipe resistance, thereby contributing to the improvement of output performance.

(Motor system (see FIGS. 2, 3 and 9))

The crankcase 21 is integrally formed with a mission case portion 95 protruding downward from the rear bank 4 ₂ , and the mission case portion 95 is moved directly back and forth in parallel to the rear side of the crankshaft 15. The input shaft 96 and the output shaft 97 of the transmission 8 arranged are accommodated, and both ends are right and left sides of the mission case part 95 through a pair of ball bearings 98, 98 ': 99, 99', respectively. Supported on the wall. At the right end of the input shaft 96, the inner member 101 of the clutch 100 covered by the right cover 34 joined to the right side of the crankcase 21 is splined to the inside, and the inner side of the outer member 102 is splined. The stage is provided with a primary driven gear 54b which meshes with the primary drive gear 54a to constitute the primary transmission device 54, and a plurality of stages (not shown) between the input shaft 96 and the output shaft 97. for the transmission eoyeol (G ₁ ~G ₅ of 5)) is installed to the selectable.

The left side wall 95a (see FIG. 9) of the mission case portion 95 supporting the left end of the input shaft 96 and the output shaft 97 is located to the right side of the timing transmission device 46 ₂ of the rear bank 4 ₂ . It is formed to be offset. Therefore, interference with the rear bank (4 ₂₎ timing transmission unit (46 _2), a tensioner lifter (49 ₂₎ a rear bank (4 ₂₎ a cylinder block (22 ₂₎ When adhering to the back side, the transmission case portion (95) of the Can be avoided.

In particular, since the timing transmission device 46 ₂ of the rear bank 4 ₂ is disposed outside the timing transmission device 46 ₁ of the bank 4 ₁ , that is, to the left side, the mission for the crankcase 21 is limited. The internal combustion engine E can be made compact by minimizing the amount of offset to the right side of the case portion 95 to a minimum.

(Vehicle speed sensor (see Figs. 2, 9 and 12))

The mounting hole 103 is formed in the rear wall of the mission case part 95, The vehicle speed sensor 105 which inserts the detection part 105a in the mission case part 95 through this hole 103 is the mission case part 95. As shown in FIG. It is fixedly mounted by the bolt 110 on the rear wall. The vehicle speed sensor 105 is disposed so as to oppose the detecting portion 105a to the top driven gear, that is, the gear end of the driven gear 104 of the top gear train G ₅ .

The top driven gear 104 is splined to the output shaft 97 and serves as a shift gear that establishes the second speed gear train G ₂ by shifting to the left side. It does not deviate from the detection area of the vehicle speed sensor 105. The vehicle speed sensor 105 outputs a signal to a computer (not shown) according to the number of gears of the top driven gear 104 cut horizontally in front of the detection unit. The computer calculates the vehicle speed from the input signal and uses the motorcycle. (M) is indicated by a speed meter (not shown) on the instrument panel which is not shown in figure.

As such, the vehicle speed sensor 105 is attached to the rear wall of the mission case part 96 so that the vehicle speed sensor 105 that detects the rotation speed of the top driven gear 104 that rotates together with the output shaft 97 in the normal state as the vehicle speed, The attachment can be performed to the rear bank 4 ₂ which is inclined to the rear of the mission case portion 95 side as well as to the rear exhaust pipe 13 ₂ attached to the rear portion thereof without any interference.

A rib 106 covering the lower surface of the vehicle speed sensor 105 is integrally formed on the rear surface of the mission case unit 95, and the center portion of the rib 106 passes through the lead wire 108 of the vehicle speed sensor 105. The hole 107 is drilled.

Also, as shown in FIG. 2, a pair of left and right hangers and a pair of upper and lower hangers 112 ₁ and 112 ₂ are provided at the rear of the mission case part 95, and a pair of left and right hangers are provided at the front of the crank case 21. 112 ₃ ) are integrally protruded from each other, and when the internal combustion engine E is mounted on the vehicle body frame 1, these hangers 112 ₁ , 112 ₂ , 112 ₃ are coupled to the vehicle body frame 1. Since the vehicle speed sensor 105 is disposed by using the dead space behind the mission case unit 95 surrounded by the rear two hangers 112 ₁ and 112 ₂ , the space efficiency can be increased.

The rib 106 functions to protect the vehicle speed sensor 105 from gravel flying from below while the motorcycle M runs, and the passage hole 107 that passes through the lead wire 108 is ribbed. It also functions as a discharge port of rainwater and washing water penetrated into the 106.

Lubrication and Cooling System (See FIGS. 2, 3, 5, and 6)

As shown in Figs. 2, 3 and 5, the primary drive gear 54a keyed to the right end of the crankshaft 15 has a pump drive gear 56 and a primary in two other places in the circumferential direction thereof. The driven gear 54b is engaged.

The pump drive gear 56 is keyed to the pump shaft 61 supported through the bearing 86 on the right cover 34 joined to the right end surface of the crankcase 21. This pump shaft 61 is arranged to be parallel to the crankshaft 15 and above and above it.

An inner rotor 58 of the lubricating trochoid oil pump 57 is fixed to the inner end of the pump shaft 61, and an impeller 63 of the cooling water pump 62 is fixed to the outer end of the pump shaft 61. . The pump housing 60, which houses the outer rotor 59 of the oil pump 57, is screwed to the partition wall 65 that supports the ball bearing 20 of the crankcase 21. In addition, the pump casing 64 containing the impeller 63 is fixedly mounted to the outer surface of the right cover by bolts 87. The oil pump 57 and the water pump 62 are arranged coaxially upward and forward than the crankshaft 15, and the oil pump 57 is adjacent to the radially outer side of the overrunning clutch 53. It is installed in the crankcase 21 to be arrange | positioned.

The suction port of the oil pump 57 is connected via a suction pipe 68 to a strainer 67 (see FIG. 2) which is installed in the oil reservoir 66 at the bottom of the crankcase 21. The crankshaft 15 communicates with the crankshaft 15 and the camshafts 41 ₁ and 41 _{2 of} each of the banks 4 ₁ and 4 ₂ and other lubrication portions through the oil supply passage 69.

In the middle of the oil supply passage 69, an oil filter 70 positioned approximately immediately above the crankshaft 15 is fitted. The oil filter 70 is mounted to the filtration chamber 71 formed in the right cover 34, and a cap 72 for closing the opening of the filtration chamber 71 is fixed to the right cover 34. In the filtration chamber 71, the inlet chamber 71a on the outer circumferential side of the oil filter 70 discharges the oil pump 57 through the upstream portion 69a of the oil supply passage 69 formed in the crankcase 21. The outlet chamber 71b on the inner circumferential side of the oil filter 70 communicates with the two branch flow paths 69b and 69c of the oil supply passage 69 formed on the cap 72, and communicates with the one branch flow path ( 69b communicates with the lubrication portion 73 of the crankshaft 15 system, and the other branch flow path 69c is again the front and rear branch flow paths 69d and 69e at the joint surface of the crank case 21 and the right cover 34. Branch), and communicates with the lubrication portions 74 ₁ and 74 ₂ of the same valve system including the cam shafts 41 ₁ and 41 _{2 of the} front and rear banks 4 ₁ and 4 ₂ .

Therefore, when the oil pump 57 is driven through the pump drive gear 56 and the pump shaft 61 by the rotation of the crankshaft 15, the oil in the oil reservoir 66 is sucked up from the strainer 67. After being fed to the filtration chamber 71 and filtered by the oil filter 70, the lubrication portion 73 of the crankshaft 15 system and the lubrication portion 74 of the copper valve system of each bank 4 ₁ , 4 ₂ . ₁ , 74 ₂ ) and can lubricate them. Further, the arrangement and configuration of the oil pump 57, the filtration chamber 71, the oil filter 70, and the oil passage 69 can shorten the length of the oil passage 69 very much, The lubrication system for the rear banks 4 ₁ , 4 ₂ can be configured substantially symmetrically, so that equal lubrication of both banks 4 ₁ , 4 ₂ is possible.

The oil filter 70 is provided with a relief valve 70b which short-circuits between the inlet chamber 71a and the outlet chamber 71b when the filter element 70a is blocked.

On the other hand, in the water pump 62, as shown in Figure 6, the suction pipe 75 is the water tube (水管) an internal combustion engine as shown in the radiator 29 (FIG. 1 via a (77 ₁₎ (E ) is disposed in front of) the outlet is connected to the discharge pipe 76 is connected to the lower portion of the water jacket (24 ₁₎ of the front bank (4 ₁₎ through a water tube (77 _2).

As described above, the front and rear banks 4 ₁ , 4 ₂ are provided with a series of water jackets 24 ₁ , 24 ₂ in each cylinder block 22 ₁ , 22 ₂ and cylinder heads 23 ₁ , 23 ₂ . In addition, a confluence chamber 80 is formed in the cylinder head 23 ₂ of the rear bank 4 ₂ , and the upper portion of the water jacket 24 ₂ communicates with the confluence chamber 80.

Parts and rear banks (4 _1, 4 ₂₎ facing surface, the corresponding water jackets (24 _1, 24 ₂₎ and the lower joint (78 _1, 78 ₂₎ communicating with the lower portion of the installed projecting integrally, these joint to the Both ends of a lower communication water pipe (77 ₃₎ disposed in the gorge portion 28 is connected to the (78 _1, 78 _2).

Also are all formed to the upper joint (79 _1), the back of the bank (4 ₁₎ communicating with the upper part of the jacket (23 ₁₎ integrally, and joining is when the cylinder head (23 ₂₎ of a rear bank (4 ₂₎ and a flange of an upper joint (79 ₂₎ communicating with the chamber 80 of screw, is connected to both ends of a rear communication water pipe (77 ₄₎ disposed in the gorge portions 28 of these upper joints (79 _1, 79 ₂₎ do.

Joining chamber 80 is at the same time as the thermostat 82 is installed, the thermostat cover 81 covering the opening of the joining chamber (80) while supporting them are bonded to the front surface of the cylinder head (23 _2).

The thermostat cover 81 has, and an outlet joint 83 is connected to the outlet of the thermostat 82 is integrally formed, at the entrance of the outlet joint 83, the radiator 29 via a water pipe (77 ₅₎ Connected.

In addition, the upper joint 79 ₂ is integrally formed with a bypass outlet joint 84 communicating with the joining chamber 80 through a communication path 84 ', and the bypass outlet joint 84 is a bypass water pipe. By 85, the heating chamber of the vaporizer 12 ₂ of the rear bank 4 ₂ , the heating chamber of the vaporizer 12 ₁ of all the banks 4 ₁ , and the said suction pipe 75 are sequentially communicated. The bypass outlet joint 84 is formed with a much smaller diameter than the outlet joint 83 of the thermostat cover 81.

The thermostat 82 cuts off between the confluence chamber 80 and the thermostat cover 81 when the water temperature of the confluence chamber 80 is below a predetermined temperature, and at the same time, the confluence chamber 80 and the bypass outlet joint 84. When the communication path 84 'is opened, and the water temperature reaches a predetermined temperature or more, the communication path 84' is closed while the communication chamber 80 and the thermostat cover 81 are communicated with each other. have.

Therefore, when the water pump 62 is driven through the pump drive gear 56 and the pump shaft 61 by the rotation of the crankshaft 15, if the water temperature of the confluence chamber 80 is relatively low, the thermostat Since the 82 blocks between the confluence chamber 80 and the thermostat cover 81, and the communication path 84 'is opened, the coolant is first discharged from the discharge pipe 76 by the water pump 62. It is sent to the water jacket (24 ₁₎ of the bank ₍₄₁₎ and then is that approximately half of the cooling water is immediately through the lower communication water pipe (77 ₃₎ transferred to the water jacket (24 ₂₎ of a rear bank (4 _2). And, all of the cooling water passing through the water jacket (24 ₁₎ of the bank ₍₄₁₎ has a rear bank (4 ₂₎ transferred to a joining chamber 80 of the rear bank (4 ₂₎ through the communication water pipe (77 ₄₎ Joins the coolant passing through the water jacket 24 ₂ , exits the bypass outlet joint 84 from the confluence chamber 80 via the communication path 84 ′, and the rear vaporizer 12 ₂ and the full vaporizer 12 ₁ . It returns to the suction pipe 75 of the water pump 62 sequentially via the heating chamber of, and repeats the same circulation after that. By the circulation which does not go through the radiator 29 of such cooling water, the warming-up of the internal combustion engine E can be promoted, and the vaporizers 12 ₁ and 12 ₂ are heated to surround these fuel nozzles. Icing can be prevented.

When the warming-up of the internal combustion engine E progresses and the water temperature of the cooling water which passed through the water jackets 24 ₁ and 24 _{2 of} both banks 4 ₁ and 4 ₂ and joined in the confluence chamber 80 exceeds a predetermined value, , The thermostat 82 communicates between the confluence chamber 80 and the thermostat cover 81, and closes the communication path 84 ′, so that the coolant flows toward the outlet joint 83 and the radiator 29. The flow is returned to the suction pipe 75 of the water pump 62 via. Thereafter, since the same circulation is repeated, both banks 4 ₁ and 4 ₂ can be effectively cooled with the cooling water cooled by the radiating action of the radiator 29.

By the way, the lower and upper communication water pipes (77 ₃ , 77 ₄ ) may be relatively short, but because they are disposed in the canyon portion between the two banks, it is hidden between the _two banks (4 ₁ , 4 ₂ ) is not visible and the internal combustion engine ( E) does not impair the appearance.

Moreover, since the thermostat 82 is arrange | positioned in the joining chamber 80 which the cooling water which cooled the front and rear banks 4 ₁ and 4 ₂ joins, the thermostat 82 is the both banks 4 ₁ and 4 ₂ . By properly detecting the average water temperature, the appropriate water temperature control of both banks 4 ₁ and 4 ₂ can be performed. In addition, since the piping to the thermostat 82 is unnecessary, the piping can be simplified.

In addition, a thermostat cover 81 having an outlet joint 83 projecting forward to the upper front surface of the rear bank 4 ₂ is joined, so that the outlet joint 83 communicates with the inlet of the radiator 29. The bending of (77 ₅ ) can be reduced, the flow path resistance can be reduced, and the appearance can be improved.

In addition, since the upper joint 79 ₂ of the rear bank 4 ₂ is integrally formed with a bypass outlet joint 84 communicating with the joining chamber 80 with a smaller diameter, the upper joint 79 ₂ and the bypass outlet are integrally formed. The joint 84 can be attached to the rear bank 4 ₂ at a time, so that the piping work can be simplified.

In addition, since the oil pump 57 and the water pump 62 are arranged coaxially and driven by the common pump shaft 61 driven by the primary drive gear 54a, these drive systems can be simplified. Can be.

In addition, since the oil pump 57 is disposed adjacent to the overrunning clutch 53 in the radial direction, the increase in the lateral width of the internal combustion engine E can be suppressed by the coaxial arrangement of the oil pump 57 and the water pump 62. .

In addition, since the oil pump 57 and the water pump 62 are disposed forward and upward from the crankshaft 15, the rear side of the crankcase 21 and the mission case 95 connected thereto are connected to the oil pump 57. And the water pump 62 can be made compact without any interference, and the ground height of the internal combustion engine E can be secured, and the height reduction of the seats 6a and 6b can be easily performed. In this case, even if the entirety of the crankcase 21 is protruded somewhat by the arrangement of the oil pump 57 and the water pump 62, all of the protrusions are absorbed in the dead space below the bank 4 ₁ . It does not prevent the compaction of the internal combustion engine (E).

In addition, since the drive system of the two pumps 57 and 62 occupying the position above the crankshaft 15 avoids immersion of the oil in the oil reservoir 66, the agitation of the oil does not occur by the drive system, thereby reducing the power loss. Can contribute to

In addition, the input shaft 96 and the output shaft 97 of the transmission 8 are arranged horizontally immediately behind the crank shaft 15 without interfering with the oil pump 57 and the water pump 62, and the mission case portion ( It is also possible to form the upper wall flat while attaining the compactness of the 95). Accordingly, the distance between the mission case portion 95 and the rear exhaust pipe 13 ₂ is sufficiently secured so that the mission from the rear exhaust pipe 13 ₂ can be secured. Heat influences on the case portion 95 and the transmission 8 accommodated therein can be easily avoided.

(Starting system (refer to FIGS. 2 and 7))

Receiving recesses 88 are formed in the entire bottom face of the crankcase 21, and the starter motor 11 is provided with its axis in parallel with the crankshaft 15. As shown in FIG. The casing 89 of the starting motor 11 fits the cylindrical support portion 89a of one end into the through hole 90 formed in the end wall of the accommodation recess 88 in a liquid-tight state, and attaches the other end thereof. The shoulder portion 89b is attached to the crankcase 21 by tightening the crankcase 21 with the bolt 111. The rotor shaft 91 of the starting motor 11 inserts the front end into the crankcase 21, and the pinion 92 formed at the front end drives the starting gear 52 through the reduction gear train 93. I can do it. The start gear 52, the overrunning clutch 53, and the reduction gear train 93 constitute a start transmission device 94 communicating between the start motor 11 and the crankshaft 15.

As described above, the starter motor 11 is disposed below the crankshaft 15 and also below, so that the starter motor 11 also does not interfere with the compactness of the rear portion of the crankcase 21 and the mission case portion 95. In addition, since all are accommodated in the dead space below the bank 4 ₁ , the compaction of the internal combustion engine E is not prevented. In addition, the arrangement of the starter motor 11 causes the reduction gear train 93 to be immersed in the oil in the oil storage 66 of the bottom of the crankcase 21, which is operated at the start of the engine. It does not stir the oil by operating during operation, and therefore does not cause power loss.

This invention is not limited to each said embodiment, A various design change is possible in the range which does not deviate from the summary.

According to the first aspect of the present invention as described above, the rear part of the crankcase which has all the banks and the rear banks opened in front and rear V-shapes with respect to the crankshafts arranged in the left and right directions in the vehicle body frame mounted state, and accommodates the crankshafts. In an internal combustion engine for a motorcycle, which integrally installs a mission case portion for accommodating a transmission, a lubricating oil pump for supplying oil to the lubrication portions of all and the rear banks, and cooling for supplying cooling water to the water jackets of all and the rear banks. Since the water pump is installed in the crankcase so as to be arranged in the left and right directions from the front and the upper side of the crankshaft, the rear part of the crankcase and the subsequent mission case portion can be formed compactly without interfering with the oil pump and the water pump. To secure the ground height of the internal combustion engine and reduce the height of the seat It can be performed easily. In addition, even when the crankcase is slightly protruded by the oil pump and the water pump, the protruding portions are all disposed in the dead space below the bank, so that the internal combustion engine is not a factor of enlargement.

In addition, according to the second aspect of the present invention, the oil pump and the water are connected to both ends of a single pump shaft driven in a steady state from the crankshaft while the lubricating oil pump and the water pump are disposed coaxially. The pump can be driven in a steady state by a crankshaft through a common electric system, and the electric system can be simplified. In addition, since the drive system of both pumps occupying the upper position in the crankshaft avoids immersion of oil in the crankcase oil reservoir, the agitation of oil does not occur by the drive system, thereby contributing to the reduction of power loss.

Further, according to the third aspect of the present invention, the starter motor, which is connected to the crankshaft via the starter transmission device, is attached to the crankcase so as to occupy the lower position of the crankshaft, so that the starter motor is also compact in the rear part of the crankcase and the mission case part. It is not disturbed, and since it is arranged in the dead space below the bank, it does not become a factor of enlargement of an internal combustion engine. In addition, with this arrangement of the starting motor, the starting transmission is immersed in the oil in the oil reservoir at the bottom of the crankcase, which operates during engine operation and does not stir the oil and thus does not cause power loss.

According to a fourth aspect of the present invention, an oil filter is attached to a filtration chamber formed in the crankcase so as to occupy an approximately upper position of the crankshaft, and the filtration chamber is continuously connected to the discharge port of the lubricating oil pump by the oil filter. The compartment is divided into an inlet chamber and an outlet chamber that is continuous to the lubrication sections of the front and rear banks, so that the length of the oil supply path can be shortened very much, and the lubrication systems for the front and rear banks can be configured substantially symmetrically, so that both banks are equal. Lubrication is possible.

Claims (4)

The crankshaft 15 has all the banks 4 ₁ and the rear banks 4 ₂ which opened in the front-back V shape centering on the crankshaft 15 arrange | positioned toward the left-right direction in the mounting state to the vehicle body frame ₁ , and the crankshaft 15 In the internal combustion engine for motorcycles which integrally connects and installs the mission case part 95 which accommodates the transmission 8 in the rear part of the crank case 21 which accommodates this, Parts and the cooling water to the rear banks (4 _1, 4 _2), the water jacket (24 _1, 24 ₂₎ of the lubrication oil pump 57 and the parts and rear banks (4 _1, 4 ₂₎ for supplying oil to lubricating portions of the A V-shaped internal combustion engine for a motorcycle, characterized in that a cooling water pump (62) to be supplied is provided in the crankcase (21) so as to be arranged in the left and right directions from the front and the upper side of the crankshaft (15). A single pump according to claim 1, wherein the lubricating oil pump (57) and the cooling water pump (62) are coaxially arranged and simultaneously driven to the pumps (57, 62) from the crankshaft (15) in the in-phase state. A V-shaped internal combustion engine for a motorcycle, characterized in that both ends of the shaft (61) are connected. The crankcase 21 according to claim 1 or 2, wherein the starter motor 11 connected to the crankshaft 15 through the starter transmission device 94 occupies the front and lower positions of the crankshaft 15. V-shaped internal combustion engine for a motorcycle. The oil filter 70 is mounted in the filtration chamber 71 formed in the crankcase 21 so that the oil filter 70 may occupy the position just above the crankshaft 15, and this oil filter ( 70, the inlet chamber 71a is connected to the discharge port of the lubrication oil pump 57 by the filtration chamber 71, and the outlet chamber 71b is connected to the lubrication parts of the front and rear banks 4 ₁ and 4 ₂ . V-shaped internal combustion engine for a motorcycle, characterized in that divided into the).