1233482 (1) 玖、發明說明 【發明所屬之技術領域】 本發明是關於感測爆震狀態來輸出其感知訊號的爆震 感知器的安裝構造，特別是關於以略水平配置方式搭載於 車體的四行程的單氣缸內燃機的上述爆震感知器的安裝構 造。 【先前技術】 作爲以往的內燃機的爆震感知器的安裝構造，在具有 複數的氣缸的內燃機，是在設置成埋住水套的下方的外側 面的轂部處進行安裝的構造，或是利用設置在缸套與氣缸 體的外壁之間的轂部來將上述爆震感知器安裝在該氣缸體 的外壁的構造，或是貫穿水套的外壁而直接將該爆震感知 器安裝在缸徑壁等等的習知構造（例如，參照專利文獻1 〜3 ) 〇 〔專利文獻1〕 曰本特開2001— 193520號公報（第2— 3頁，第1圖 ) 〔專利文獻2〕 日本實開昭5 6 — 1 4 865 3號公報（第1 一 2頁，第2、 4圖） 〔專利文獻3〕 日本實開平5 - 64439號公報（第2頁，第1圖） 在上述專利文獻1所記載的感知器安裝構造，如第7 * 4 _ (2) 1233482 圖所圖示，在氣缸體〇CB的外側面，與曲柄軸方向略垂 直相交，例如，在與氣缸中心線一致的位置，且以埋住水 套〇cB2的下方外側面的凹處的方式，突出設置有感知器 安裝轂部0CB6，在該安裝轂部0CB6的螺栓孔0CB61是螺 裝固定著爆震感知器OKs的螺栓部0KS1，藉此把爆震感 知器〇Ks安裝在氣缸體0CB的側面。 在專利文獻2所記載的爆震感知器〇Ks安裝構造， 如第8圖、第9圖所圖示，在缸套0 Cl與氣缸體〇CB的 外壁〇CB5之間設置轂部0CB6，利用該轂部0CB6直接將 爆震感知器〇Ks安裝在氣缸體0CB的外壁0CB5的構造。 記載於專利文獻3的爆震感知器0KS安裝構造，如 第10圖所圖示，是貫穿靠近燃燒室0CH1的缸徑0(^1壁 上部且貫穿水套OCB2，而直接安裝爆震感知器OKs的構 造。 在記載於上述專利文獻1、2的感知器安裝構造，雖 然是將爆震感知器安裝在氣缸體的外壁部側部（缸體的側 面）的構造，該感知器的安裝位置是內燃機的進、排氣側 ，特別是如果將上述感知器安裝在內燃機的排氣側的話， 該感知器會直接受到排出氣體熱量的影響，不只是會對感 知器的檢測精度有不好的影響，也會使感知器的耐久性降 低，會導致感知器的損傷，爲了避免這些缺失，需要考慮 熱影響而使用耐熱性的感知器或設置隔熱板等的特別對策 〇 在相對於車體成水平狀態所搭載的內燃機，如果選擇 -5- (3) 1233482 上述排氣側作爲上述感知器的安裝位置的話’排氣側通常 會位於該內燃機的下方，在這種情況，考慮到感知器直接 接觸到地面的情況，需要保護該感知器免於產生該接觸， 例如，需要供感知器用的特別保護手段，該部分會讓成本 變高。1233482 (1) 发明 Description of the invention [Technical field to which the invention belongs] The present invention relates to a mounting structure of a knock sensor that senses a knock state and outputs a sensed signal, and more particularly, it is mounted on a vehicle body in a slightly horizontal arrangement A four-stroke single-cylinder internal combustion engine with the above-mentioned knock sensor mounting structure. [Prior art] As a mounting structure of a knock sensor of a conventional internal combustion engine, in an internal combustion engine having a plurality of cylinders, the structure is installed at a hub portion on the outer side surface buried under the water jacket, or it is used A structure provided at the hub between the cylinder liner and the outer wall of the cylinder block to mount the knock sensor on the outer wall of the cylinder block, or to directly mount the knock sensor to the bore wall through the outer wall of the water jacket (For example, refer to Patent Documents 1 to 3) 〇 [Patent Document 1] Japanese Patent Laid-Open Publication No. 2001-193520 (Pages 2 to 3, Figure 1) [Patent Document 2] Japan Sho 5 6 — 1 4 865 No. 3 (Page 112, Figures 2 and 4) [Patent Document 3] No. 5-64439 (Page 2, Figure 1) of the Japanese Patent Application Publication No. 1 The described sensor installation structure, as illustrated in Figure 7 * 4 _ (2) 1233482, on the outer side of the cylinder block OCB, intersects the crank axis direction slightly perpendicularly, for example, at a position consistent with the centerline of the cylinder And the recess on the outer side below the water jacket 〇cB2 In the method, a sensor mounting hub 0CB6 is protrusively provided, and a bolt hole 0CB61 of the mounting hub 0CB6 is a bolt portion 0KS1 to which the knock sensor OKs are screwed, thereby mounting the knock sensor 0Ks on the cylinder. The side of the body 0CB. In the knock sensor 0Ks mounting structure described in Patent Document 2, as shown in Figs. 8 and 9, a hub portion 0CB6 is provided between the cylinder liner 0Cl and the outer wall 0CB5 of the cylinder block 0CB, and is used. This hub 0CB6 has a structure in which a knock sensor 0Ks is directly mounted on an outer wall 0CB5 of a cylinder block 0CB. The mounting structure of the knock sensor 0KS described in Patent Document 3, as shown in FIG. 10, passes through the cylinder bore 0 (^ 1 near the combustion chamber 0CH1 and passes through the water jacket OCB2, and directly installs the knock sensor OKs. In the sensor mounting structure described in Patent Documents 1 and 2 described above, although the knock sensor is mounted on the side of the outer wall portion of the cylinder block (side of the cylinder block), the mounting position of the sensor is The intake and exhaust sides of the internal combustion engine, especially if the sensor is installed on the exhaust side of the internal combustion engine, the sensor will be directly affected by the heat of the exhaust gas, and it will not only have a bad influence on the detection accuracy of the sensor It will also reduce the durability of the sensor and cause damage to the sensor. In order to avoid these defects, special measures such as the use of a heat-resistant sensor or the installation of a heat shield must be considered in consideration of thermal effects. If the internal combustion engine is installed in a horizontal state, if -5- (3) 1233482 is selected as the installation position of the sensor, the 'exhaust side is usually located below the internal combustion engine. This case, taking into direct contact with the sensing surface of the case, the sensor of the need to protect the contacts from generating, for example, the need for special protection means sensing device written, the portion will cost.
如果選擇進氣側作爲安裝位置的話，會限制進氣類輔 助配件的自由度，則在其設計的最適當化方面，仍有進步 的空間，並且在進氣類輔助配件的安裝方面，對於組裝的 順序會受到限制，所以其組裝性仍有改善的空間。If the air intake side is selected as the installation position, the freedom of the air intake auxiliary accessories will be limited. There is still room for improvement in the most appropriate design of the air intake auxiliary assembly. The sequence will be limited, so there is still room for improvement in assembly.
並且，在上述專利文獻1〜3所記載的爆震感知器安 裝構造，爆震感知器的安裝位置，是考慮到來自於進氣類 輔助配件或驅動類輔助配件、且正時鏈條等的振動來源的 振動的影響，是從排除該振動的影響的觀點來選擇上述安 裝位置，關於上述輔助類配件或正時皮帶等的驅動造成的 振動對感知器的感知訊號的輸出精度造成不良影響，而有 損該感知器輸出的可靠度方面，仍有改善的空間。 在上述的狀況中，上述四行程單氣缸內燃機，特別是 從對於車體以略水平狀態搭載的上述內燃機的爆震感知器 的最適當的安裝位置的設定來看，需要開發出適合這種設 定的上述爆震感知器安裝構造。 【發明內容】 〔用以解決課題的手段及發明效果〕 本發明，是關於用來解決上述課題的最適當的內燃機 -6 - (4) 1233482In addition, in the knock sensor mounting structure described in the above-mentioned Patent Documents 1 to 3, the knock sensor is installed in a position that takes vibrations from the intake auxiliary components or drive auxiliary components into consideration, and the timing chain and the like The influence of the source vibration is to select the installation position from the viewpoint of excluding the influence of the vibration. The vibration caused by the driving of the auxiliary accessories or the timing belt etc. adversely affects the output accuracy of the sensor's sensing signal. There is still room for improvement in terms of impairing the reliability of the output of the perceptron. In the above-mentioned situation, the four-stroke single-cylinder internal combustion engine, in particular, from the setting of the most appropriate installation position of the knock sensor of the internal combustion engine mounted on the vehicle body in a slightly horizontal state, needs to be developed to suit such a setting The above-mentioned knock sensor installation structure. [Summary of the Invention] [Means for Solving the Problem and Effects of the Invention] The present invention relates to the most suitable internal combustion engine for solving the above problems. -6-(4) 1233482
的爆震感知器的安裝構造，特別是關於對於車體以略水平 狀態所搭載的單氣缸內燃機的上述爆震感知器的安裝構造 ’在氣缸的其中一側外壁部側部的外側設置有正時鏈條安 裝用開口部，藉由燃料供給裝置供給燃料的四行程單氣缸 的內燃機的爆震感知器的安裝構造，其特徵爲：在與設置 著上述正時鏈條安裝用開口部的上述氣缸的其中一側外壁 部側部同一側，且在氣缸頭部外壁部側部，安裝有驅動類 輔助配件，在與設置著上述正時鏈條安裝用開口部的上述 氣缸的其中一側外壁部側部相反側的氣缸另一側外壁部側 部所設置的轂部，安裝著爆震感知器。 在上述氣缸的氣缸開孔內壁部，是實施有硬質表面處 理加工，並且，上述內燃機的曲柄軸的軸承支承，是藉由 滾子軸承或滾珠軸承所進行的。Mounting structure of the knock sensor of the present invention, in particular, the above-mentioned knock sensor mounting structure of a single-cylinder internal combustion engine mounted on the vehicle body in a slightly horizontal state, a positive side is provided on the outer side of the outer wall portion of one side of the cylinder The timing chain mounting opening is a structure for mounting a knock sensor of a four-stroke single-cylinder internal combustion engine that is fueled by a fuel supply device, and is characterized in that it is connected to the cylinder provided with the timing chain mounting opening. One side of the outer wall portion is on the same side, and a driving auxiliary member is installed on the side of the outer wall portion of the cylinder head. One side of the outer wall portion of the cylinder is provided with the timing chain installation opening portion. On the opposite side of the cylinder, a hub portion provided on the outer wall portion side is provided with a knock sensor. The inner wall portion of the cylinder bore of the cylinder is subjected to a hard surface treatment, and the bearing support of the crankshaft of the internal combustion engine is performed by a roller bearing or a ball bearing.
在第1發明的上述內燃機的爆震感知器的安裝構造， 在與設置著上述正時鏈條安裝用開口部的上述氣缸的其中 一側外壁部側部同一側，且在氣缸頭部外壁部側部，安裝 有驅動類輔助配件，在與設置著上述正時鏈條安裝用開口 部的上述氣缸的其中一側外壁部側部相反側的氣缸另一側 外壁部側部所設置的轂部，安裝著爆震感知器，所以爆震 感知器是安裝在距離正時鏈條的驅動側及驅動類輔助配件 的振動源非常遠的位置，而可防止其錯誤作動，能輸出正 確的檢測訊號，可提升感知器的檢測精度的可靠度。 在第2發明，是針對上述第1發明的內燃機的爆震感 知器的安裝構造，在上述氣缸的氣缸開孔內壁部，是實施 (5) 1233482 有硬質表面處理加工，在第3發明，是針對上述第1發明 的內燃機的爆震感知器的安裝構造，上述內燃機的曲柄軸 的軸承支承，是藉由滾子軸承或滾珠軸承所進行的。 於是，藉由氣缸開孔內壁部的硬質表面處理加工，與 將套筒插入到氣缸開孔內壁部的情況相比，可使傳播於該 氣缸開孔內壁部的振動的傳播性提高，且由於上述曲柄軸 的軸承支承，是藉由滾子軸承或滾珠軸承所進行的，提高 了振動的傳播性，藉此可提升感知器的檢測精度。 【實施方式】 以下根據第1圖〜第6圖來說明本發明的實施方式。 在第1圖是圖示了搭載本發明的實施方式的內燃機的 機車的全體圖，機車，是具備有：主框架MF、安裝在該 主框架MF的指向稍微上方的其前端部的頭管HP、朝向該 主框架MF的後部下方且彎曲成些微弧狀而延伸的主框架 下方延伸部（內燃機懸掛板）MF1、以及連結主框架Mf 的前部與該主框架下方延伸部Mfi的下端部的副框架Sf 〇 而又具備有：安裝在設置於靠近主框架Mf的稍微後 方的中途位置的托架，稍微指向上方且朝後方延伸的一對 座墊導軌SR'以及用來連結該座墊導軌Sr的略中間部附 近的位置與主框架MF後部的一對的後支架Bs等的構造構 件’藉由這些構件形成了車體的基本框架構造部。 在上述頭管Hp’是安裝了前叉Ff、轉向軸Ss等，在 •8- (6) 1233482 前叉Ff是可自由旋轉地安裝著前車輪WF，在轉向軸ss 安裝著操縱方向用的車把SH，在上述一對的座墊導軌Sr ，是支承著讓騎乘者乘坐的座墊S。 在朝向主框架MF後部的下方延伸且稍微彎曲成弧狀 的主框架下方延伸部MF1的略中央部，是安裝著其前端在 該部分是是可自由樞支轉動地被支承著的搖臂SA，在該 搖臂sA的後端部是安裝著驅動輪也就是後車輪wR。而在 第1圖，圖號D所顯示的構造，是後避震器。 內燃機E，如第1圖、第3圖所圖示，是在將其氣缸 頭CH部朝向車體的前方，讓其進氣側CH6在上方，讓其 排氣側CH7在下方的略水平配置的狀態，被搭載於上述車 體框架F，該內燃機E對上述車體框架的搭載，是以四處 的支承部Z1〜Z4所進行。 內燃機E的稍微靠近後方的上部Z 1，是經由托架被 支承在主框架MF，內燃機E的稍微靠近前方的下部Z2, 疋被支承在副框架Sf’該副框架Sf是用來連結主框架Mp 上方前部與從該主框架MF後部朝下方延伸的主框架下方 延伸部厘^的下端部，並且，內燃機E的後方上部Z3與 後方下部Z4，是被支承在主框架Mf後部的上述主框架下 方延伸部MF1，藉此，將內燃機E搭載於車體框架F。 本實施方式的內燃機E，大槪具備有以下的構造。 在第2圖’是圖示著適用本發明的爆震感知器ks的 安裝構造的內燃機E，該內燃機E如第1圖所示，如之前 所述，是將氣缸頭部C η對於車體朝向車體前方略水平配 • 9 - (7) 1233482 置的四行程的單氣缸機構，具備有：曲軸箱c、氣缸體 CB、氣缸頭CH等的內燃機構造主要部分，這些構造部是 藉由螺栓堅固地鎖裝成一體，構成了內燃機E的基本構造 部。 曲軸箱C是由分割爲左右兩部分的兩個箱部C!與 c2所構成，該分割爲左右兩個部分所形成的箱部C!、c2 是互相藉由鎖裝螺栓B所鎖裝而構成一個箱體c，於是， 與該曲軸箱C作成一體的變速箱Μ實質上也是分割形成 爲左右的箱部Mh、Μ2。 在曲軸箱C內，如習知地使可自由旋轉地軸支承著曲 柄軸1，該曲柄軸1，是隔著其曲柄銷栓部1 a，在鄰接於 該曲柄銷栓部1 a的對稱位置，其中一方（左方）是經由 滾珠軸承1 b ’另一方（右方）是經由滾子軸承1 c分別被 軸支承在曲軸箱C。利用該滾珠軸承lb與滾子軸承lc的 不同軸承所構成的配設構造，是與後述的爆震感應器Ks 的安裝位置相關的構造。 曲柄軸1的軸承支承，是在與互相結合著的上述曲軸 箱C的上述左右分割箱部c !、C2分離配設的支承部所進 行的’上述軸承支承，是經由：各設置在上述分割箱體 Ci'c：2的供軸承支承用的伸出構造部Cla、c2a的上述軸 承lb、lc而進行軸承支承。而〜是軸襯。 & ®柄軸1 ’在其中一端（右方端側）是安裝著離心 離合器也就是啓動離合器Id，在其另一端（左方端側） ’是安裝著發電機le，並且在該軸部1的右方軸承支承 -10- (8) 1233482 部附近的稍微右側的位置，是鬆動嵌合著與上述啓動離合 器具有連接關係的初始傳動齒輪1 f。 在與曲軸箱1 一體的變速箱Μ內，是分別經由滾珠 軸承2 b ' 2 c ' 3 b ' 3 c，將主軸2與副軸3可自由旋轉地 支承在該箱體Μ，在上述主軸2，在其中一端（右方端側 )安裝著平常處於接合狀態，而當變速操作時會開放其接 合的開閉離合器2d，而連接於該離合器2d的初始從動齒 輪2 a是鄰接於其右方側的軸承部1 c而鬆動嵌合，並且， 在靠近其另一端（左方端部）的位置，是安裝著由變速用 的複數齒輪所構成的齒輪組2e。 在副軸3，是安裝著與安裝於上述主軸2的變速用的 齒輪組2e適當選擇性地嚙合的由複數的齒輪所構成的變 速用齒輪組3 a，並且，在該副軸3的軸端（左方端）， 是固定著鍵輪3d’該鍵輪3d是繞掛者用來驅動車輛行駛 用的驅動輪也就是後輪WR的驅動鏈條Dc (參照第1圖） 〇 在上述氣缸體CB，是從單氣缸開設有一個氣缸開孔 CB i，在該開孔CB i如習知地是可滑動地嵌入著活塞P， 該活塞p是藉由活塞銷栓ρι可自由擺動地被安裝在連桿 cR的小端部cR1，且藉由將上述連桿CR的大端部cR2可 自由轉動地連接在曲柄軸1的上述曲柄銷栓部1 a，讓活 塞P與曲柄軸1連動。 藉由參照第2圖及第3圖而可以了解，在固定於氣缸 體部CB的上述氣缸頭部CH，是設置有：燃燒室CH1、火 -11 - (9) 1233482 星塞CH2、進氣口 CH6、排氣口 CH7、及沒有明確圖示的 進、排氣閥等，也設置有具備用來使該進、排氣閥開閉作 動的凸輪CH4的凸輪軸CH3。 並且，也設置有：被固定在凸輪軸cH3，與曲柄軸1 的旋轉連動，具有曲柄軸的1/2的轉數，使該凸輪軸Ch3 旋轉驅動的供正時鏈條Tc用的鏈輪CH5，而在氣缸頭CH 部，安裝著驅動系統的輔助配件也就是水泵浦WP，並且 設置有氣缸頭外殼Hc。 接著，簡單地來說明上述內燃機的作動狀況， 藉由繞掛在：固定於曲柄軸1的鏈輪lg、與固定於 凸輪軸CH3的鏈輪CH5之間的正時鏈條Tc，以曲柄軸1 的1/2旋轉來旋轉驅動凸輪軸CH3，藉由該凸輪軸Ch3的 旋轉，讓設置於該凸輪軸CH3的凸輪CH4作動，是藉由該 凸輪CH4的作動讓沒有明確圖示的進、排氣閥開閉作動。 而且，藉由上述凸輪作動，讓沒有明確圖示的進、排 氣閥在閉鎖狀態，在燃燒室CH!內將壓縮狀態的混合氣點 火，利用該混合氣的燃燒，讓受到壓力的活塞P下降，該 活塞P的下降運動會經由連桿C R傳達到曲柄軸1的曲柄 銷栓部1 a，來旋轉驅動該曲柄軸1。 曲柄軸1的旋轉驅動力，會經由離心離合器也就是啓 動離合器1 d，經由鬆動嵌合於曲柄軸1的初始傳動齒輪 If、與傳動箱Μ內的鬆動嵌合於主軸2的初始從動齒輪 2a的嚙合，而經由平常在接合狀態，而在變速齒輪的切 換操作時開放其接合的開閉離合器2d的接合，而傳達到 -12- (10) 1233482 該主軸2。 來自於傳達到主軸2的曲柄軸1的上述旋轉驅動力， 再經由：安裝於主軸2的由複數的齒輪所構成的變速用齒 輪組2e的齒輪、與安裝在副軸3的由複數的齒輪所構成 的變速用齒輪組3a的齒輪的適當選擇的齒輪的嚙合，以 所需要的變速比，傳達到上述副軸3。 傳達到副軸（輸出軸）3的上述旋轉驅動力，是藉由 固定於該副軸3的軸端（左方端）的驅動用鏈輪3d，經 由適當的驅動鏈條Dc等的驅動手段，傳達到車輛行駛用 的驅動輪也就是後輪WR (參照第1圖）。 本發明的實施方式的內燃機E的構造、其作動狀況、 內燃機E對車體的搭載狀況是如上述。 本發明的實施方式的上述內燃機E，具備有用來檢測 在內燃機E的燃燒室CH1內所產生的爆震情形且輸出其檢 測訊號的爆震感知器Ks，在內燃機E的燃燒室CH1內所 產生的爆震情形所導致的震動會被感知器Ks所捕捉到， 在沒有圖示的控制單元進行點火時期的控制調整，也就是 說，具備有控制裝置，進行調整控制讓點火時期變慢，以 避免產生爆震。 從上述控制爲了要避免爆震的產生，需要以爆震感知 器Ks輸出正確的檢測訊號，因此，適合的爆震感知器 Ks的安裝位置與其安裝構造的選擇就非常重要，在本實 施方式，由上述觀點來看，來選擇爆震感知器Ks的適合 的安裝位置與其安裝構造。 -13- (11) 1233482 如已述的第2圖、第3圖是圖示本實施方式的內燃機 E的全體構造，針對該構造的槪要雖然部分之前有敘述過 ，而在內燃機E的氣缸體CB是作爲技術特徵的構造部， 在該內燃機E的氣缸體CB的長軸方向稍微靠近曲軸箱的 氣缸外壁部側部CB5，是從該外壁部側部CB5朝向外側， 也就是說，在以略水平配置的狀態搭載於車體的內燃機E 的氣缸外壁部側部CB5，是形成有與車體前後方向垂直相 交而朝略水平方向突出的轂部CB6。 該轂部Cb6，是供上述爆震感知器Ks的安裝使用的 轂部CB6。 因此，針對與該轂部CB6相關的構造部，參照圖面且 在下面詳細敘述。 在第4圖〜第6圖，是顯不了氣缸體Cb的詳細構造 ，如第4圖的圖示，在氣缸體CB，在其略中央部是貫穿 開設有讓活塞P滑動的氣缸開孔CB !，在該氣缸開孔CB i 的內壁部實施了硬質表面加工，藉由該硬質表面加工來提 高震動的傳播。硬質表面加工，是選擇複合物（在鎳的基 底材料上分散有碳化矽的皮膜）電鑛等的電鍍處理。 在氣缸開孔CB1周邊，經由預定的厚片部在與該開孔 CB1爲同心圓上的位置是設置有冷卻水的通路構造部也就 是水套Cb2，該水套如第5圖的圖不’在氣缸體Cb 的長軸方向沒有貫穿於此的構造。 在與水套CB2隔著預定的厚片部的氣缸的其中一側外 壁部側部CB3的更外側，是設置有比較大的開口的作爲正 -14· (12) 1233482 時鏈條Tc安裝用的空間的開口部CB4，該開口部CB4在氣 缸體Cb的長軸方向具有完全貫穿的構造。 在與該較大的供正時鏈條TC安裝用的貫穿開口部 CB4側的氣缸外壁部側部CB3隔著氣缸開孔CB !的相反側 的氣缸外壁部側部CB5，是設置有以預定的突出量從該外 壁部側部CB5朝外側突出的轂部CB6。 轂部CB6，如第5圖所圖示，是要避開氣缸體CB的 外壁部側部，也就是說，要避開氣缸外壁部側部CB5的水 套CB2而在稍微朝向曲軸箱C的靠近安裝部的位置，是以 上述預定的突出量，從該外壁部側部CB5突出形成。 而且，如第3圖所示，該外壁部側部CB5的轂部CB6 的上述突出位置與其突出方向，對於在水平配置狀態搭載 於車體的內燃機E的上方的進氣側CH6與下方的排氣側 CH7，朝向略垂直相交的位置的垂直相交的方向，也就是 說，對於上述進氣側CH6與排氣側CH7，是朝向分別隔著 90°的位置的從該位置指向水平方向的方向突出。 參照第2圖，氣缸頭部CH的驅動系統的輔助類機件 ，例如，水泵浦WP等的安裝，是安裝在：與氣缸體CB 的配設有供正時鏈條Tc安裝的開口部CB4的側邊同一側 的氣缸頭部CH外壁部側部。也就是說，是將驅動類輔助 配件安裝在··與氣缸體CB的氣缸外壁部側部CB5的上述 轂部Cb6的突出位置指向相反側的氣缸頭部Ch外壁部側 部。 從上述的氣缸體的氣缸外壁部側部CB5所突出形成的 -15- (13) 1233482 轂部CB6，如上述，是供爆震感知器KS安裝用的轂部CB6 ，爆震感知器Ks雖然是使用適當的固定手段對於該轂部 CB6加以固定，而在本實施方式，如第5圖所圖示，在開 口於轂部c B 6的盲孔c B 6 1所設置的母螺紋部C B 6 2，是藉 由螺合鎖裝在爆震感知器Ks主體部所設置的安裝用公螺 紋部KS1來加以固定。在爆震感知器Ks主體部，也設置 有供扳手進行螺栓鎖裝的構造部KS2。 第1圖〜第6圖所記載的本發明的實施方式是如上述 構造，從爆震感知器Ks的安裝位置與其安裝構造的上述 選擇，也就是說，藉由利用在氣缸體CB的氣缸外壁部側 部CB5的特徵位置所形成的轂部CB6所進行的爆震感知器 Ks的安裝，在以略水平配置狀態搭載於車體的內燃機E， 上述爆震感知器Ks，是以與內燃機的長軸方向垂直相交 且朝水平方向突出的方式，安裝在內燃機E的氣缸體外壁 部側部，也就是在氣缸外壁部側部（氣缸側面）CB5，具 有以下的優點。 爆震感知器Ks，是以朝向上述水平方向突出的狀態 ，安裝在：以略水平配置狀態搭載於車體的內燃機E的氣 缸體CB的氣缸外壁部側部CB5，也就是在上述氣缸側面 ，爆震感知器Ks的安裝位置是避開了上述搭載狀態的內 燃機E的下方（下側）的排氣側CH7 (參照第3圖），所 以爆震感知器Ks幾乎不會受到排出氣體熱量的影響，而 能輸出正確的檢測訊號。 將爆震感知器Ks安裝在排氣側CH7的話，由於排氣 -16 - (14) (14)1233482 側CH7是在內燃機E的下方（下側），所以雖然假想感知 器Ks與地面直接接觸，而需要用來保護該感知器Ks的特 別構件，可是藉由安裝到上述氣缸側面，而不需要附設保 護構件，在成本觀點較佳。 將爆震感知器Ks安裝在進氣側CH6的話，雖然會限 制進氣類輔助配件配置的自由度，而藉由朝向內燃機E的 氣缸側面的上述安裝，則不會限制配置的自由度，而可達 到進氣系統設計的最適當化。當感知器Ks的安裝是在進 氣側CH6進行時，與其他進氣類輔助配件的組裝順序的調 整等繁雜作業，也可藉由將感知器KS安裝到內燃機E的 側面而解決，可提升進氣類輔助配件的組裝性。 而且，在氣缸體CB的氣缸外壁部側部CB5的轂部 CB6的相反側設置有正時鏈條Tc安裝用開口部CB4，並且 在與正時鏈條Tc安裝側同一側的氣缸頭部CH外壁部側部 安裝驅動系統的輔助配件（參照第2圖），可確保該輔助 類配件與爆震感知器Ks有足夠的距離，所以可排除輔助 類配件對感知器Ks的震動影響，可防止感知器Ks輸出錯 誤訊號。 爆震感知器Ks，是安裝在氣缸體CB的氣缸外壁部側 部CB5的靠近曲軸箱C的位置，所以能夠確保與氣缸頭 CH的閥門類構件或水泵浦wp等的輔助類構件有足夠的距 離（參照第2圖），所以可幾乎完全排除輔助類配件對感 知器Ks的震動影響’也可排除由於閥門類構件的定位聲 音的頻率近似於爆震頻率而產生的共振現象的影響’可防 -17- (15) 1233482 止感知器Ks輸出錯誤訊號，可提升爆震感知器Ks的檢測 訊號輸出的可靠度。 由於使用了滾珠軸承lb與滾子軸承lc來作爲曲柄軸 1的軸承，與經常使油潤滑於曲柄軸與軸承之間的金屬軸 承相比，可以提高震動的傳播性，也提高了朝向爆震感知 器Ks的震動的傳達性，而可提升該感知器Ks的爆震感知 精度。 作爲曲柄軸1的爆震感知器Ks側的軸承，是使用剛 性較高的滾子軸承1 c以提高震動的傳播性，並且使用滾 珠軸承lb來作爲相反側的軸承，藉由適當的軸承配置， 能以最小限度來使用高價的滾子軸承，可減低成本。 在氣缸的開孔CB1R壁面是實施了複合物（在鎳的基 底材料上分散有碳化矽的皮膜）電鍍加工，與將套筒嵌入 到氣缸的構造相比，可以提昇其震動的傳播性，可以提昇 爆震感知器Ks的檢測精度。 【圖式簡單說明】 第1圖是搭載本發明的內燃機的車輛的全體圖的顯示 圖。 第2圖是本發明的內燃機的全體圖。 第3圖是本發明的第2圖所圖示的內燃機的側面圖。 第4圖是本發明的主要構造部的放大圖。 第5圖是本發明的主要構造部的放大圖，是第4圖的 側剖面圖。 -18- (16) (16)1233482 第6圖是本發明的主要構造部的放大圖，是第5圖的 下面圖。 第7圖是習知發明的主要構造部的顯示圖。 第8圖是習知其他發明的主要構造部的顯示圖。 第9圖是習知其他發明的主要構造部的顯示圖，是第 8圖的Ο A — Ο A剖面圖。 第1 〇圖是習知其他發明的主要構造部的顯示圖。 〔圖號說明〕 1 :曲柄軸 1 a :曲柄銷栓 1 b、1 c :軸承 1 d :啓動離合器 le :發電機 1 f :初始傳動齒輪 lg :鏈輪 2 :主軸 2 a :初始從動齒輪 2 b、2 c :滾珠軸承 2d :開閉離合器 2 e :變速齒輪組 3 :副軸 3 a :變速齒輪組 3 b、3 c :滾珠軸承 -19- (17) 3d ： 鏈輪 B : 鎖裝螺栓 Bs · 後支架 B u : 軸襯 Ci、 C2 :分割曲軸箱 C 1 a 、C2a :伸出部 c B : 氣缸體 C B 1 :氣缸開孔 c B 2 =水套 C B 3 :氣缸體的氣缸外壁部側部 C B 4 :用來安裝正時鏈條的開口部 c B 5 :氣缸體的氣缸外壁部側部 C B 6 =轂部 C B 6 1 1 :盲孔 C B 6 : …母螺紋部 Ch ·· 氣缸頭部 Chi :燃燒室 1233482 CH2 :火星塞 Ch3 :凸輪軸 C H4 :凸輪 CH5 :鏈輪 c Η 6 :進氣側 C Η 7 :排氣側 Cr ： 連桿 -20- 1233482 (18) C R 1 :連桿的小端部 C R 2 :連桿的大端部 E ： 內燃機 Ks : 爆震感知器 Ksi :公螺紋部 KS2 :鎖裝用的構造 Μ : 變速箱 Μι、 M2 :分割變速 Mf ·· 主框架 MF1 :下方延伸部The knocking sensor mounting structure of the internal combustion engine of the first invention is on the same side as an outer wall portion side portion of the cylinder provided with the timing chain mounting opening portion, and is on the outer wall portion side of the cylinder head portion. Drive auxiliary accessories are mounted on the hub part provided on the other side of the outer wall part side of the cylinder opposite to one side of the outer wall part side part of the cylinder provided with the timing chain installation opening part, and the The knock sensor is installed, so the knock sensor is installed at a very far distance from the drive side of the timing chain and the vibration source of the drive auxiliary accessories, which can prevent its incorrect operation and can output the correct detection signal, which can improve The reliability of the detection accuracy of the perceptron. In the second invention, the mounting structure of the knock sensor for the internal combustion engine of the first invention is described above. The inner wall portion of the cylinder opening of the cylinder is subjected to (5) 1233482 with a hard surface treatment. In the third invention, It is a mounting structure for the knock sensor of the internal combustion engine of the first invention, and the bearing support of the crank shaft of the internal combustion engine is performed by a roller bearing or a ball bearing. Therefore, the hard surface treatment of the inner wall portion of the cylinder bore can improve the propagation of vibration transmitted to the inner wall portion of the cylinder bore compared to the case where the sleeve is inserted into the inner wall portion of the cylinder bore. Moreover, since the bearing support of the crank shaft is performed by a roller bearing or a ball bearing, the transmission of vibration is improved, thereby improving the detection accuracy of the sensor. [Embodiment] An embodiment of the present invention will be described below with reference to Figs. 1 to 6. FIG. 1 is an overall view illustrating a locomotive equipped with an internal combustion engine according to an embodiment of the present invention. The locomotive includes a main frame MF and a head pipe HP attached to a front end portion of the main frame MF pointing slightly upward. , The main frame lower extension (internal combustion engine suspension plate) MF1 extending toward the rear portion of the main frame MF and bent into a slight arc shape, and the front portion connecting the front portion of the main frame Mf and the lower end portion of the lower portion Mfi of the main frame The sub-frame Sf 〇 is further provided with a bracket installed at a slightly rear halfway position near the main frame Mf, a pair of seat cushion guides SR ′ that point slightly upward and extend rearward, and a connection to the seat cushion guide The structural members such as the pair of rear brackets Bs at the position near the slightly intermediate portion of Sr and the rear portion of the main frame MF form the basic frame structural portion of the vehicle body by these members. The head pipe Hp 'is equipped with a front fork Ff, a steering shaft Ss, etc., and • 8- (6) 1233482 The front fork Ff is a front wheel WF rotatably mounted, and a steering direction is mounted on the steering shaft ss. The handlebar SH supports the seat cushion S on which the rider rides on the pair of seat cushion rails Sr. A rocker arm SA is mounted at a slightly central portion of the extension MF1 below the main frame, which extends toward the rear of the main frame MF and is slightly curved. The front end of the main frame MF is rotatably supported at this portion. At the rear end of the rocker arm sA, a driving wheel, that is, a rear wheel wR is mounted. In Fig. 1, the structure shown in Fig. D is a rear suspension. The internal combustion engine E, as shown in Figs. 1 and 3, is arranged slightly horizontally with the cylinder head CH portion facing the front of the vehicle body, with its intake side CH6 above and its exhaust side CH7 below. Is mounted on the vehicle body frame F, and the internal combustion engine E mounts the vehicle body frame with support portions Z1 to Z4 at four locations. The upper part Z 1 of the internal combustion engine E, which is slightly rearward, is supported by the main frame MF via a bracket. The lower part Z 2 of the internal combustion engine E, which is slightly forward of the internal combustion engine E, is supported by the sub frame Sf ', which is used to connect the main frame. The upper front part of Mp and the lower end part of the lower extension part of the main frame extending downward from the rear part of the main frame MF, and the upper rear part Z3 and lower rear part Z4 of the internal combustion engine E are the main parts supported by the rear part of the main frame Mf. By extending the frame lower portion MF1, the internal combustion engine E is mounted on the vehicle body frame F. The internal combustion engine E of this embodiment has the following structure. Fig. 2 'is an internal combustion engine E illustrating the mounting structure of the knock sensor ks to which the present invention is applied. As shown in Fig. 1, the internal combustion engine E has the cylinder head C η applied to the vehicle body. The four-stroke single-cylinder mechanism that is arranged slightly horizontally toward the front of the vehicle body is equipped with: the main parts of the internal combustion engine structure such as crankcase c, cylinder block CB, cylinder head CH, etc. The bolts are firmly locked into one body and constitute the basic structural part of the internal combustion engine E. The crankcase C is composed of two case parts C! And c2 divided into two parts, and the case parts C! And c2 formed into the left and right parts are locked with each other by a locking bolt B. A case c is formed, and the transmission M integrally formed with the crankcase C is also substantially divided into left and right case portions Mh and M2. In the crankcase C, a crank shaft 1 is rotatably supported in a conventional manner, and the crank shaft 1 is located at a symmetrical position adjacent to the crank pin 1 a through the crank pin 1 a. One of them (left) is supported on the crankcase C via a ball bearing 1 b ′ and the other (right) is supported via a roller bearing 1 c. The arrangement structure using the different bearings of the ball bearing lb and the roller bearing lc is a structure related to the mounting position of the knock sensor Ks described later. The bearing support of the crankshaft 1 is a bearing portion provided separately from the left and right divided box portions c! And C2 of the crankcase C which are coupled to each other. The bearing support is provided by: In the case Ci'c: 2, the bearings lb and lc of the protruding structure portions Cla and c2a for bearing support are supported by bearings. And ~ is the bushing. & ® arbor 1 'One end (right end side) is equipped with a centrifugal clutch, which is the starting clutch Id, and the other end (left end side)' is a generator le, and the shaft The right bearing support 1 of -10- (8) 1233482 is located slightly to the right, and is loosely fitted with the initial transmission gear 1 f having a connection relationship with the start clutch. In the gearbox M integrated with the crankcase 1, the main shaft 2 and the countershaft 3 are rotatably supported in the case M via ball bearings 2b'2c'3b'3c. 2. At one end (the right end side), an on-off clutch 2d which is normally engaged and is opened when a shift operation is performed, and an initial driven gear 2a connected to the clutch 2d is adjacent to the right The bearing portion 1 c on the side is loosely fitted, and a gear set 2 e composed of a plurality of gears for speed change is mounted near the other end (the left end portion). The countershaft 3 is a gearbox 3a for shifting, which is composed of a plurality of gears, and is selectively engaged with a gear set 2e for shifting that is mounted on the main shaft 2. The shaft of the countershaft 3 is mounted thereon. At the end (left end), a key wheel 3d is fixed. The key wheel 3d is a driving wheel used by the rider to drive the vehicle, that is, a driving chain Dc of the rear wheel WR (see FIG. 1). The body CB is provided with a cylinder opening CB i from a single cylinder, and the piston C is slidably fitted in the opening CB i as conventionally, and the piston p is freely swingable by a piston pin ρι. The small end portion cR1 of the connecting rod cR is mounted, and the large end portion cR2 of the connecting rod CR is rotatably connected to the crank pin bolt portion 1 a of the crank shaft 1, so that the piston P and the crank shaft 1 are linked. . As can be understood by referring to FIG. 2 and FIG. 3, the above-mentioned cylinder head CH fixed to the cylinder block CB is provided with a combustion chamber CH1, fire-11-(9) 1233482 star plug CH2, and intake air. The port CH6, the exhaust port CH7, and intake and exhaust valves (not shown) are also provided with a cam shaft CH3 including a cam CH4 for opening and closing the intake and exhaust valves. In addition, a sprocket CH5 for a timing chain Tc, which is fixed to the camshaft cH3 and is linked to the rotation of the crankshaft 1 and has 1/2 the number of revolutions of the crankshaft, is provided to rotate the camshaft Ch3. In the cylinder head CH part, an auxiliary accessory of the driving system, namely a water pump WP, is installed, and a cylinder head housing Hc is provided. Next, the operation of the internal combustion engine will be described briefly. The timing chain Tc between the sprocket lg fixed to the crank shaft 1 and the sprocket CH5 fixed to the cam shaft CH3 is wound around the crank shaft 1. The camshaft CH3 is driven and rotated by 1/2 of the rotation, and the cam CH4 provided on the camshaft CH3 is actuated by the rotation of the camshaft Ch3. The air valve opens and closes. In addition, the above-mentioned cam actuates the intake and exhaust valves (not shown) in a locked state, ignites the compressed gas mixture in the combustion chamber CH !, and uses the combustion of the gas mixture to allow the pressured piston P The lowering movement of the piston P is transmitted to the crank pin 1 a of the crank shaft 1 via the connecting rod CR, and the crank shaft 1 is rotationally driven. The rotational driving force of the crank shaft 1 passes through the centrifugal clutch, that is, the starting clutch 1 d, and through the initial transmission gear If loosely fitted to the crank shaft 1 and the initial driven gear fitted to the main shaft 2 loosely in the transmission case M. The engagement of 2a is transmitted to the main shaft 2 through the engagement of the open-close clutch 2d which is normally engaged during the switching operation of the transmission gear during the switching operation of the shifting gear, which is -12- (10) 1233482. The above-mentioned rotational driving force from the crankshaft 1 transmitted to the main shaft 2 is further transmitted through the gears of the transmission gear set 2e composed of a plurality of gears mounted on the main shaft 2 and the plurality of gears mounted on the countershaft 3. The meshing of appropriately selected gears of the gears of the shifting gear set 3a constituted is transmitted to the above-mentioned layshaft 3 at a required gear ratio. The above-mentioned rotational driving force transmitted to the auxiliary shaft (output shaft) 3 is a driving sprocket 3d fixed to the shaft end (left end) of the auxiliary shaft 3 via a suitable driving means such as a driving chain Dc, The driving wheels transmitted to the vehicle are the rear wheels WR (see Fig. 1). The structure of the internal combustion engine E according to the embodiment of the present invention, its operating condition, and the mounting condition of the internal combustion engine E on the vehicle body are as described above. The internal combustion engine E according to the embodiment of the present invention is provided with a knock sensor Ks for detecting a knock situation generated in the combustion chamber CH1 of the internal combustion engine E and outputting a detection signal thereof, and is generated in the combustion chamber CH1 of the internal combustion engine E. The vibration caused by the knocking situation will be captured by the sensor Ks, and the ignition timing is controlled and adjusted in a control unit (not shown), that is, equipped with a control device to adjust and control the ignition timing to slow down Avoid knocking. From the above control, in order to avoid the occurrence of knock, it is necessary to output the correct detection signal with the knock sensor Ks. Therefore, it is very important to choose a suitable installation position of the knock sensor Ks and its installation structure. In this embodiment, From the above point of view, a suitable mounting position and mounting structure of the knock sensor Ks are selected. -13- (11) 1233482 As shown in Figs. 2 and 3, the overall structure of the internal combustion engine E of this embodiment is illustrated. Although the details of this structure have been described before, the cylinder of the internal combustion engine E The body CB is a structural part as a technical feature. In the long axis direction of the cylinder block CB of the internal combustion engine E, the cylinder outer wall portion side portion CB5 which is slightly close to the crankcase is directed from the outer wall portion side portion CB5 to the outside, that is, in the The cylinder outer wall portion side portion CB5 of the internal combustion engine E mounted on the vehicle body in a slightly horizontal state is formed with a hub portion CB6 that intersects the vehicle body front-rear direction perpendicularly and protrudes in a slightly horizontal direction. The hub Cb6 is a hub CB6 for mounting the knock sensor Ks. Therefore, the structural portion related to the hub portion CB6 will be described in detail below with reference to the drawings. In Figures 4 to 6, the detailed structure of the cylinder block Cb is not shown. As shown in Figure 4, in the cylinder block CB, a cylinder opening CB is provided in the central portion of the cylinder block to allow the piston P to slide. !, A hard surface finish was applied to the inner wall portion of the cylinder opening CB i, and the hard surface finish was used to improve the transmission of vibration. Hard surface processing is electroplating of composites (coatings of silicon carbide dispersed on a nickel base material), such as electric ore. Around the cylinder opening CB1, a water jacket Cb2 is provided as a passage structure portion for cooling water at a position concentric with the opening CB1 via a predetermined slab portion. The water jacket is not shown in FIG. 5 'There is no structure penetrating in the long axis direction of the cylinder block Cb. On the outside of one side of the cylinder with a predetermined shim section from the water jacket CB2, a larger opening is provided as a positive -14 · (12) 1233482 when the chain Tc is installed. The opening portion CB4 of the space has a structure that completely penetrates in the long axis direction of the cylinder block Cb. The cylinder outer wall portion side portion CB5 on the opposite side of the cylinder outer wall portion side portion CB3 from the larger through-opening portion CB4 for mounting the timing chain TC is provided with a predetermined The boss portion CB6 that protrudes outward from the outer wall portion side portion CB5 is projected. The hub portion CB6, as shown in FIG. 5, is to avoid the outer wall portion side portion of the cylinder block CB, that is, to avoid the water jacket CB2 of the cylinder outer wall portion side portion CB5 and face the crankcase C slightly. The position close to the mounting portion is formed to protrude from the outer wall portion side portion CB5 by the predetermined projection amount as described above. Further, as shown in FIG. 3, the above-mentioned protruding position and protruding direction of the hub portion CB6 of the outer wall portion side portion CB5 are for the intake side CH6 above and the exhaust row below the internal combustion engine E mounted on the vehicle body in a horizontal arrangement state. The air-side CH7 faces the direction of the perpendicular intersection of the slightly intersecting positions, that is, the inlet-side CH6 and the exhaust-side CH7 are oriented from 90 ° to the horizontal direction from the position. protruding. Referring to FIG. 2, the auxiliary parts of the drive system of the cylinder head CH, such as the water pump WP, are installed in an opening CB4 provided with the cylinder block CB for the timing chain Tc. The side of the outer wall portion of the cylinder head CH on the same side. In other words, the auxiliary drive accessory is mounted on the cylinder head Ch outer wall portion side of the cylinder head Ch opposite to the protruding position of the hub portion Cb6 of the cylinder outer wall portion side portion CB5 of the cylinder block CB. The -15- (13) 1233482 hub CB6 protruding from the cylinder outer wall side CB5 of the above-mentioned cylinder block is the hub CB6 for mounting the knock sensor KS as described above, although the knock sensor Ks is The hub portion CB6 is fixed using an appropriate fixing means. In this embodiment, as shown in FIG. 5, the female screw portion CB provided in the blind hole c B 6 1 opened in the hub portion c B 6. 6 2 is fixed by a male screw portion KS1 provided for mounting on the main body of the knock sensor Ks by a screw lock. The knock sensor Ks main body is also provided with a structural portion KS2 for bolt-fastening by a wrench. The embodiment of the present invention described in FIGS. 1 to 6 has the structure described above, from the above-mentioned selection of the mounting position of the knock sensor Ks and its mounting structure, that is, by using the cylinder outer wall of the cylinder block CB The knock sensor Ks mounted on the hub CB6 formed at the characteristic position of the side portion CB5 is installed in the internal combustion engine E of the vehicle body in a slightly horizontal state. The above-mentioned knock sensor Ks is connected with the internal combustion engine. The way in which the long axis direction intersects vertically and protrudes in the horizontal direction, and is installed on the side of the outer wall portion of the cylinder of the internal combustion engine E, that is, on the side of the outer wall portion (cylinder side) of the cylinder CB5, has the following advantages. The knock sensor Ks is protruded toward the above-mentioned horizontal direction, and is mounted on the cylinder outer wall portion side portion CB5 of the cylinder block CB of the internal combustion engine E mounted on the vehicle body in a slightly horizontal state, that is, on the side of the cylinder. The knock sensor Ks is installed in a position that avoids the exhaust side CH7 (see Fig. 3) below the lower side (lower side) of the internal combustion engine E, so the knock sensor Ks is hardly affected by the exhaust gas heat. Effect, and can output the correct detection signal. When the knock sensor Ks is installed on the exhaust side CH7, since the exhaust -16-(14) (14) 1233482 side CH7 is below the internal combustion engine E (lower side), although the hypothetical sensor Ks directly contacts the ground However, the special component needed to protect the sensor Ks can be installed on the side of the cylinder without attaching a protective component, which is better in terms of cost. When the knock sensor Ks is installed on the intake side CH6, although the degree of freedom in the arrangement of intake-type auxiliary accessories is restricted, the above-mentioned installation facing the side of the cylinder of the internal combustion engine E does not limit the degree of freedom in arrangement. Optimum design of the air intake system can be achieved. When the sensor Ks is installed on the intake side CH6, complicated tasks such as adjusting the assembly sequence with other intake auxiliary accessories can also be solved by installing the sensor KS on the side of the internal combustion engine E, which can improve Assemblability of auxiliary parts for air intake. Further, a timing chain Tc mounting opening CB4 is provided on the side opposite to the hub portion CB6 of the cylinder outer wall portion side portion CB5 of the cylinder block CB, and the cylinder head CH outer wall portion on the same side as the timing chain Tc mounting side The auxiliary parts of the drive system (see Figure 2) are installed on the side to ensure that the auxiliary parts have a sufficient distance from the knock sensor Ks. Therefore, the impact of the auxiliary parts on the sensor Ks vibration can be eliminated, which can prevent the sensor. Ks outputs an error signal. The knock sensor Ks is installed near the crankcase C at the side CB5 of the cylinder outer wall portion of the cylinder block CB. Therefore, it can ensure that the valve-type components of the cylinder head CH or auxiliary components such as the water pump wp are sufficient. Distance (refer to Figure 2), so the vibration effects of the auxiliary components on the sensor Ks can be almost completely excluded. 'It can also exclude the effects of resonance phenomena caused by the frequency of the positioning sound of the valve components close to the knock frequency.' It can prevent -17- (15) 1233482 to stop the sensor Ks from outputting wrong signals, which can improve the reliability of the detection signal output of the knock sensor Ks. Since the ball bearing lb and the roller bearing lc are used as the bearings of the crankshaft 1, compared with a metal bearing that often lubricates oil between the crankshaft and the bearing, the transmission of vibration can be improved, and the direction of knocking can be improved. The transmission of vibration of the sensor Ks can improve the accuracy of knock detection of the sensor Ks. As the bearing of the knock sensor Ks on the crankshaft 1, a roller bearing 1c with high rigidity is used to improve the transmission of vibration, and a ball bearing lb is used as the bearing on the opposite side, with an appropriate bearing arrangement , Can use expensive roller bearings to a minimum, can reduce costs. The wall surface of the opening CB1R of the cylinder is plated with a composite (a coating of silicon carbide dispersed on a nickel base material). Compared with the structure in which the sleeve is embedded in the cylinder, the transmission of vibration can be improved, and Improve the detection accuracy of the knock sensor Ks. [Brief Description of the Drawings] Fig. 1 is a diagram showing an overall view of a vehicle equipped with an internal combustion engine of the present invention. Fig. 2 is an overall view of the internal combustion engine of the present invention. Fig. 3 is a side view of the internal combustion engine shown in Fig. 2 of the present invention. Fig. 4 is an enlarged view of a main structural portion of the present invention. Fig. 5 is an enlarged view of a main structural portion of the present invention, and is a side sectional view of Fig. 4. -18- (16) (16) 1233482 Fig. 6 is an enlarged view of a main structural portion of the present invention, and is a lower view of Fig. 5. Fig. 7 is a display diagram of a main structural portion of the conventional invention. Fig. 8 is a display diagram of a main structural portion of another conventional invention. Fig. 9 is a display diagram of a main structural portion of another conventional invention, and is a cross-sectional view taken along the line OA-OA of Fig. 8; FIG. 10 is a display diagram of a main structural portion of another conventional invention. [Illustration of drawing number] 1: crank shaft 1 a: crank pin 1 b, 1 c: bearing 1 d: starting clutch le: generator 1 f: initial transmission gear lg: sprocket 2: main shaft 2 a: initial driven Gears 2 b, 2 c: Ball bearings 2d: On-off clutch 2 e: Speed change gear set 3: Countershaft 3 a: Speed change gear set 3 b, 3 c: Ball bearings-19- (17) 3d: Sprocket B: Lock Mounting bolt Bs · Rear bracket B u: Bushings Ci, C2: Split crankcase C 1 a, C2a: Protrusions c B: Cylinder block CB 1: Cylinder opening c B 2 = Water jacket CB 3: Cylinder block CB 4: Cylinder outer wall side CB 6: Hub CB 6 1 1: Blind hole CB 6:… female threaded part Ch · Cylinder head Chi: Combustion chamber 1233482 CH2: Mars plug Ch3: Camshaft C H4: Cam CH5: Sprocket c Η 6: Intake side C Η 7: Exhaust side Cr: Connecting rod-20-1233482 (18) CR 1: Small end portion of connecting rod CR 2: Large end portion of connecting rod E: Internal combustion engine Ks: Knock sensor Ksi: Male thread portion KS2: Structure for locking M: Gearbox M 1, M2: Split-speed Mf · Main frame MF1: Lower extension
p :活塞 p ^ :活塞銷栓 S :座墊 SA :搖臂 SF :副框架 S Η :車把 SR :座墊導軌 S s :轉向軸 Tc :正時鏈條 Wf :前車輪 WR :後車輪 Wp :水泵浦 -21 -p: Piston p ^: Piston pin S: Seat cushion SA: Rocker arm SF: Sub-frame S Η: Handlebar SR: Seat rail S s: Steering shaft Tc: Timing chain Wf: Front wheel WR: Rear wheel Wp : Water Pump-21-