TWI624587B - Air-cooled single-cylinder engine and straddle-type vehicle - Google Patents
Air-cooled single-cylinder engine and straddle-type vehicle Download PDFInfo
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- TWI624587B TWI624587B TW104121189A TW104121189A TWI624587B TW I624587 B TWI624587 B TW I624587B TW 104121189 A TW104121189 A TW 104121189A TW 104121189 A TW104121189 A TW 104121189A TW I624587 B TWI624587 B TW I624587B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J17/00—Weather guards for riders; Fairings or stream-lining parts not otherwise provided for
- B62J17/02—Weather guards for riders; Fairings or stream-lining parts not otherwise provided for shielding only the rider's front
- B62J17/06—Leg guards
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/02—Arrangements for cooling cylinders or cylinder heads
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/20—Cooling circuits not specific to a single part of engine or machine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/02—Cylinders; Cylinder heads having cooling means
- F02F1/04—Cylinders; Cylinder heads having cooling means for air cooling
- F02F1/06—Shape or arrangement of cooling fins; Finned cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/02—Cylinders; Cylinder heads having cooling means
- F02F1/10—Cylinders; Cylinder heads having cooling means for liquid cooling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/18—Other cylinders
- F02F1/20—Other cylinders characterised by constructional features providing for lubrication
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/26—Cylinder heads having cooling means
- F02F1/28—Cylinder heads having cooling means for air cooling
- F02F1/30—Finned cylinder heads
- F02F1/32—Finned cylinder heads the cylinder heads being of overhead valve type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/26—Cylinder heads having cooling means
- F02F1/36—Cylinder heads having cooling means for liquid cooling
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
本發明之目的在於在氣冷式單缸引擎中,一邊抑制製造成本,一邊進一步降低潤滑機油之消耗量。氣冷式單缸引擎12係具備機油蒸發抑制部,該機油蒸發抑制部包含:鰭片部54,其係具有設置於汽缸體21之外表面之複數個鰭片;及機油套50b,其係設置於汽缸體21,且形成於相較鰭片部54之以汽缸軸線C1為中心之圓周方向範圍更小之圓周方向範圍,且設置於汽缸孔50a之外側,於內部潤滑機油以充滿狀態流動;且該機油蒸發抑制部抑制汽缸孔50a之內壁面上之潤滑機油之蒸發。 An object of the present invention is to further reduce the consumption of lubricating oil while suppressing the manufacturing cost in an air-cooled single-cylinder engine. The air-cooled single-cylinder engine 12 includes an oil evaporation suppressing portion, and the oil evaporation suppressing portion includes a fin portion 54 having a plurality of fins provided on an outer surface of the cylinder block 21, and an oil jacket 50b. It is disposed in the cylinder block 21 and is formed in a circumferential direction range smaller than the circumferential direction of the fin portion 54 centered on the cylinder axis C1, and is disposed on the outer side of the cylinder bore 50a to internally flow the lubricating oil in a full state. And the oil evaporation suppressing portion suppresses evaporation of the lubricating oil on the inner wall surface of the cylinder bore 50a.
Description
本發明係關於一種氣冷式單缸引擎、及具備其之跨坐型車輛。 The present invention relates to an air-cooled single-cylinder engine and a straddle-type vehicle provided therewith.
先前,已知有於汽缸頭與汽缸體之外周部設置有鰭片之氣冷式之單缸引擎。又,亦已知有於汽缸體之整周與汽缸頭設置有水套之水冷式之單缸引擎(例如參照專利文獻1)。水冷式之單缸引擎係與先前之氣冷式之單缸引擎相比,可降低引擎之溫度,故可大幅地降低潤滑機油之消耗量。然而,水冷式之單缸引擎與先前之氣冷式之引擎相比,因結構複雜,而製造成本變高。 Previously, an air-cooled single-cylinder engine in which fins were provided on the outer periphery of the cylinder head and the cylinder block was known. Further, a water-cooled single-cylinder engine in which a water jacket is provided over the entire circumference of the cylinder block and the cylinder head is known (for example, see Patent Document 1). The water-cooled single-cylinder engine reduces the temperature of the engine compared to the previously air-cooled single-cylinder engine, thus significantly reducing the consumption of lubricating oil. However, the water-cooled single-cylinder engine has a higher manufacturing cost due to the complicated structure of the previously air-cooled engine.
又,汽缸頭係相較汽缸體更容易達到高溫。於專利文獻2、3中,提議有一種氣冷式之單缸引擎,其係於汽缸頭形成有冷卻用之油路者。該油路係形成於與由汽缸頭與汽缸體劃分之燃燒室排列於汽缸軸方向上之位置。 Also, the cylinder head system is easier to reach a higher temperature than the cylinder block. In Patent Documents 2 and 3, there is proposed an air-cooled single-cylinder engine in which an oil passage for cooling is formed in a cylinder head. The oil passage is formed at a position aligned with the combustion chamber divided by the cylinder head and the cylinder block in the cylinder axis direction.
[專利文獻1]日本專利特開2013-68161號公報 [Patent Document 1] Japanese Patent Laid-Open Publication No. 2013-68161
[專利文獻2]日本專利特開2011-196322號公報 [Patent Document 2] Japanese Patent Laid-Open Publication No. 2011-196322
[專利文獻3】日本專利特開2013-72352號公報 [Patent Document 3] Japanese Patent Laid-Open Publication No. 2013-72352
專利文獻2、3之氣冷式之單缸引擎係將潤滑用之機油兼用於冷 卻,故與水冷式之單缸引擎相比,可將結構簡化,從而可降低製造成本。然而,於該氣冷式之單缸引擎中,潤滑機油之消耗量之降低效果並不充分。 The air-cooled single-cylinder engine of Patent Documents 2 and 3 is used for lubricating oil for lubrication. However, the structure can be simplified compared to a water-cooled single-cylinder engine, thereby reducing manufacturing costs. However, in the air-cooled single-cylinder engine, the effect of reducing the consumption of lubricating oil is not sufficient.
因此,作為將引擎冷卻之構成,考量取代冷卻水而使潤滑機油流入至設置於汽缸體之整周與汽缸頭之水套。然而,即便該構成,藉由將潤滑用之機油兼用於冷卻而與水冷式相比可降低製造成本,但潤滑機油之消耗量之降低效果亦不充分。 Therefore, as a configuration for cooling the engine, it is considered that the lubricating oil is supplied to the water jacket provided to the entire circumference of the cylinder block and the cylinder head instead of the cooling water. However, even with this configuration, the lubricating oil can be used for cooling, and the manufacturing cost can be reduced as compared with the water-cooling type, but the effect of reducing the consumption of the lubricating oil is also insufficient.
本發明之目的在於提供一種可一邊抑制製造成本一邊進一步降低潤滑機油之消耗量之氣冷式單缸引擎、及具備其之跨坐型車輛。 An object of the present invention is to provide an air-cooled single-cylinder engine capable of further reducing the consumption of lubricating oil while suppressing the manufacturing cost, and a straddle-type vehicle provided therewith.
本申請案發明者對於在取代冷卻水而使潤滑機油流入至設置於汽缸體之整周與汽缸頭之水套之情形時,無法充分地降低潤滑機油之消耗量之原因進行了研究。 The inventors of the present application have studied the reason why the lubricating oil cannot be sufficiently reduced in the case where the lubricating oil is supplied to the water jacket of the entire circumference of the cylinder block and the cylinder head instead of the cooling water.
形成於汽缸體之汽缸孔之內壁面係於圓周方向上容易產生溫度不均。於使潤滑機油流入至設置於汽缸體之整周與汽缸頭之水套之情形時,汽缸孔之內壁面之溫度容易變高之部分可某種程度地降低溫度。然而,存在因使潤滑機油流入至汽缸體之整周,而導致汽缸孔之內壁面之原本溫度較低之部分相反地溫度變高之情形。因而,發現於汽缸孔之內壁面,潤滑機油之蒸發量依然變多,從而無法充分地降低潤滑機油之消耗量。 The inner wall surface formed in the cylinder bore of the cylinder block is likely to cause temperature unevenness in the circumferential direction. When the lubricating oil is poured into the water jacket provided to the entire circumference of the cylinder block and the cylinder head, the temperature at which the temperature of the inner wall surface of the cylinder bore is likely to become high may lower the temperature to some extent. However, there is a case where the temperature at which the original temperature of the inner wall surface of the cylinder bore is lower is caused by the fact that the lubricating oil flows into the entire circumference of the cylinder block. Therefore, it is found that the amount of evaporation of the lubricating oil is still increased on the inner wall surface of the cylinder bore, so that the consumption of the lubricating oil cannot be sufficiently reduced.
因此,本申請案發明者係考慮於氣冷式單缸引擎中,藉由設置具有以下構成之機油蒸發抑制,而一邊抑制製造成本,一邊進一步降低潤滑機油之消耗量。 Therefore, the inventors of the present invention have further reduced the amount of lubricating oil consumed while suppressing the manufacturing cost by providing the oil evaporation suppression having the following configuration in consideration of the air-cooled single-cylinder engine.
本發明之氣冷式單缸引擎之特徵在於,其係具備汽缸體,其具有形成收容活塞之汽缸孔之汽缸部;及汽缸頭,其係與上述汽缸孔一同地劃分燃燒室,形成與上述燃燒室連通之進氣通道及排氣通道; 且,上述氣冷式單缸引擎具備機油蒸發抑制部,該機油蒸發抑制部包含:鰭片部,其具有設置於上述汽缸體之外表面之複數個鰭片;及機油套,其係形成於上述汽缸體中之相較上述鰭片部之以汽缸軸線為中心之圓周方向範圍更小之圓周方向範圍,且設置於上述汽缸孔之外側,於內部潤滑機油以充滿狀態流動;且,抑制上述汽缸孔之內壁面上之潤滑機油之蒸發。 The air-cooled single-cylinder engine of the present invention is characterized in that it has a cylinder block having a cylinder portion forming a cylinder bore for receiving a piston, and a cylinder head which divides the combustion chamber together with the cylinder bore to form the above Intake passage and exhaust passage connecting the combustion chamber; Further, the air-cooled single-cylinder engine includes an oil evaporation suppressing portion, and the oil evaporation suppressing portion includes a fin portion having a plurality of fins provided on an outer surface of the cylinder block, and an oil jacket formed on the oil jacket The cylinder block has a circumferential range smaller than a circumferential direction of the fin portion centered on the cylinder axis, and is disposed outside the cylinder bore to flow the internal lubricating oil in a full state; and suppressing the above Evaporation of lubricating oil on the inner wall of the cylinder bore.
本發明之氣冷式單缸引擎係具備機油蒸發抑制部,該機油蒸發抑制部包含:鰭片部,其係具有設置於具備形成汽缸孔之汽缸部之汽缸體之外表面之複數個鰭片;及機油套,其係形成於汽缸體中之相較鰭片部之圓周方向範圍更小之圓周方向範圍,且設置於汽缸孔之外側,於內部潤滑機油以充滿狀態流動;且,抑制汽缸孔之內壁面上之潤滑機油之蒸發。即,本發明之機油蒸發抑制部係藉由於汽缸體之外表面設置具有複數個鰭片之鰭片部且於汽缸體設置使潤滑機油流動於汽缸孔之外側之機油套之技術思想、及將機油套之圓周方向範圍形成為小於鰭片部之圓周方向範圍之技術思想而成立。 The air-cooled single-cylinder engine of the present invention includes an oil evaporation suppressing portion, and the oil evaporation suppressing portion includes a fin portion having a plurality of fins provided on an outer surface of a cylinder block having a cylinder portion forming a cylinder bore And an oil jacket formed in the circumferential direction of the cylinder body in a smaller circumferential direction than the fin portion, and disposed on the outer side of the cylinder bore to flow the internal lubricating oil in a full state; and, suppressing the cylinder Evaporation of lubricating oil on the inner wall of the hole. That is, the oil evaporation suppressing portion of the present invention is provided by the technical idea of providing a fin portion having a plurality of fins on the outer surface of the cylinder block and providing an oil oil jacket for lubricating oil to flow outside the cylinder bore in the cylinder block, and The circumferential direction range of the oil jacket is formed to be smaller than the technical scope of the circumferential direction of the fin portion.
具備具有形成收容活塞之汽缸孔之汽缸部之汽缸體、及與上述汽缸孔一同地劃分燃燒室且形成與燃燒室連通之進氣通道及排氣通道之汽缸頭之氣冷式單缸引擎係汽缸孔之內壁面之溫度於圓周方向上容易產生不均。可藉由於汽缸孔之內壁面之溫度容易達到高溫之圓周方向一部分設置機油套,而與在該圓周方向一部分僅設置鰭片部且未設置機油套之情形相比,更降低汽缸孔之內壁面上之該圓周方向一部分之溫度。 An air-cooled single-cylinder engine system having a cylinder block that forms a cylinder portion that houses a cylinder bore of a piston, and a cylinder head that divides the combustion chamber together with the cylinder bore and forms an intake passage and an exhaust passage that communicate with the combustion chamber The temperature of the inner wall surface of the cylinder bore is likely to be uneven in the circumferential direction. The oil jacket can be disposed in a part of the circumferential direction in which the temperature of the inner wall surface of the cylinder bore easily reaches a high temperature, and the inner wall surface of the cylinder bore is further reduced as compared with the case where only the fin portion is provided in the circumferential direction and the oil jacket is not provided. The temperature of a portion of the circumferential direction.
又,考慮於將潤滑機油在內部以充滿狀態流動之機油套設置於汽缸體之情形時,將機油套設置於汽缸體之整周。然而,如此一來,不僅於汽缸孔之內壁面之溫度容易達到高溫之圓周方向一部分,而且亦於汽缸孔之內壁面之溫度容易相對變低之圓周方向一部分,設置機 油套。於將機油套設置在汽缸孔之內壁面之溫度容易相對變低之圓周方向一部分之情形時,與在該圓周方向一部分設置鰭片部而未設置機油套之情形相比,將導致汽缸孔之內壁面上之該圓周方向一部分之溫度上升。與此相對,本發明係以機油套之圓周方向範圍成為相較鰭片部之圓周方向範圍更小之圓周方向範圍之方式,將鰭片部與機油套組合地設置於汽缸體。因而,可設為於汽缸孔之內壁面之溫度容易達到高溫之圓周方向一部分設置機油套,且於溫度容易相對變低之部分不設置機油套之構成。藉此,與將機油套設置於汽缸體之整周之情形相比,可使汽缸孔之內壁面之圓周方向整個區域之溫度降低,並且可使汽缸孔之內壁面上之容易達到高溫之圓周方向一部分之溫度進一步降低。 Further, in consideration of the case where the lubricating oil is internally placed in the cylinder body in a full state, the oil jacket is placed over the entire circumference of the cylinder block. However, in this case, not only the temperature of the inner wall surface of the cylinder bore easily reaches a part of the circumferential direction of the high temperature, but also the temperature in the inner wall surface of the cylinder bore is relatively low in the circumferential direction. Oil jacket. When the oil jacket is disposed in a portion of the inner wall surface of the cylinder bore where the temperature of the inner wall surface of the cylinder bore is relatively low, the cylinder bore is caused by a portion of the fin portion disposed in the circumferential direction without the oil jacket being disposed. The temperature of a part of the circumferential direction on the inner wall surface rises. On the other hand, in the present invention, the fin portion is provided in the cylinder block in combination with the oil jacket in such a manner that the circumferential direction range of the oil jacket is smaller than the circumferential direction range of the fin portion. Therefore, it is possible to provide a configuration in which the oil jacket is provided in a part of the circumferential direction in which the temperature of the inner wall surface of the cylinder bore easily reaches a high temperature, and the oil jacket is not provided in a portion where the temperature is relatively low. Thereby, compared with the case where the oil jacket is disposed on the entire circumference of the cylinder block, the temperature in the entire circumferential direction of the inner wall surface of the cylinder bore can be lowered, and the inner wall surface of the cylinder bore can easily reach the high temperature circle. The temperature in a part of the direction is further lowered.
又,因於汽缸體設置機油套,故與僅於汽缸頭設置機油套之情形相比,可於接近汽缸孔之位置設置機油套。因而,可使汽缸孔之內壁面之溫度有效地降低。 Further, since the oil jacket is provided in the cylinder block, the oil jacket can be provided at a position close to the cylinder bore as compared with the case where the oil jacket is provided only in the cylinder head. Therefore, the temperature of the inner wall surface of the cylinder bore can be effectively lowered.
如上所述,本發明之氣冷式單缸引擎係具備藉由於汽缸體之外表面設置鰭片部且於汽缸體設置機油套之技術思想、及將機油套之圓周方向範圍形成為小於鰭片部之圓周方向範圍之技術思想而成立之機油蒸發抑制部,藉此,可使汽缸孔之內壁面之圓周方向整個區域之溫度降低,並且使內壁面上之容易達到高溫之圓周方向一部分之溫度進一步降低。其結果,可進一步抑制汽缸孔之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 As described above, the air-cooled single-cylinder engine of the present invention has a technical idea of providing a fin portion on the outer surface of the cylinder block and providing an oil jacket in the cylinder block, and forming the circumferential direction range of the oil jacket to be smaller than the fin. The oil evaporation suppressing portion is formed by the technical idea of the circumferential direction of the portion, whereby the temperature in the entire circumferential direction of the inner wall surface of the cylinder bore can be lowered, and the temperature on the inner wall surface can be easily reached at a high temperature in the circumferential direction. Further decrease. As a result, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore can be further suppressed, and the consumption of the lubricating oil can be further reduced.
又,為降低汽缸孔之內壁面之溫度,而利用引擎原本所具備之潤滑機油,故可抑制製造成本之增加。 Further, in order to reduce the temperature of the inner wall surface of the cylinder bore, the lubricating oil originally provided by the engine is used, so that an increase in manufacturing cost can be suppressed.
故而,本發明之氣冷式單缸引擎可一邊抑制製造成本之增加,一邊降低潤滑機油之消耗量。 Therefore, the air-cooled single-cylinder engine of the present invention can reduce the consumption of lubricating oil while suppressing an increase in manufacturing cost.
於本發明之氣冷式單缸引擎中,較佳為,上述機油蒸發抑制部 相較上述活塞之上死點與下死點之中間位置設置於上述汽缸頭側。 In the air-cooled single-cylinder engine of the present invention, preferably, the oil evaporation suppression unit The intermediate position between the top dead center and the bottom dead center of the piston is set on the cylinder head side.
汽缸孔之內壁面係接近汽缸頭之位置容易達到相對高溫。於本發明中,因將包含鰭片部與機油套之機油蒸發抑制部設置於汽缸體中之接近汽缸頭之位置,故可使汽缸孔之內壁面上之容易達到高溫之部分之溫度進一步降低。故而,可進一步抑制汽缸孔之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 The inner wall surface of the cylinder bore is close to the cylinder head and is easily reached to a relatively high temperature. In the present invention, since the oil evaporation suppressing portion including the fin portion and the oil jacket is disposed at a position close to the cylinder head in the cylinder block, the temperature of the portion of the inner wall surface of the cylinder bore that easily reaches a high temperature can be further lowered. . Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
再者,於本發明中,所謂將機油蒸發抑制部相較活塞之上死點與下死點之中間位置設置於汽缸頭側係指將機油蒸發抑制部之至少一部分相較活塞之上死點與下死點之中間位置設置於汽缸頭側。 Further, in the present invention, the oil evaporation suppressing portion is disposed on the cylinder head side in comparison with the intermediate position between the top dead center and the bottom dead center of the piston, and means that at least a part of the oil evaporation suppressing portion is compared with the piston top dead center. The middle position with the bottom dead center is set on the cylinder head side.
本發明之氣冷式單缸引擎中,較佳為,上述機油蒸發抑制部包含:汽缸頭鰭片部,其係具有設置於上述汽缸頭之外表面之複數個鰭片;及汽缸頭機油套,其係設置於上述汽缸頭中之上述燃燒室之外側,且於內部,潤滑機油以充滿狀態進行流動。 In the air-cooled single-cylinder engine of the present invention, preferably, the oil evaporation suppressing portion includes: a cylinder head fin portion having a plurality of fins disposed on an outer surface of the cylinder head; and a cylinder head oil jacket It is disposed outside the combustion chamber in the cylinder head, and internally, the lubricating oil flows in a full state.
汽缸頭係相較汽缸體成為更高溫,且將熱自汽缸頭傳遞至汽缸體。本發明之機油蒸發抑制部不僅具有設置於汽缸體之鰭片部及機油套,且具有具備設置於汽缸頭之外表面之複數個鰭片之汽缸頭鰭片部、設置於汽缸頭中之燃燒室之外側且潤滑機油於內部以充滿狀態流動之汽缸頭機油套。因而,可使作為熱源之汽缸頭之溫度降低,從而可使汽缸孔之內壁面之溫度進一步降低。故而,可進一步抑制汽缸孔之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 The cylinder head system is at a higher temperature than the cylinder block and transfers heat from the cylinder head to the cylinder block. The oil evaporation suppressing portion of the present invention has not only a fin portion and an oil jacket provided in a cylinder block, but also a cylinder head fin portion having a plurality of fins provided on an outer surface of the cylinder head, and combustion disposed in the cylinder head A cylinder head oil jacket that flows outside the chamber and lubricates the oil inside to fill the state. Therefore, the temperature of the cylinder head as the heat source can be lowered, so that the temperature of the inner wall surface of the cylinder bore can be further lowered. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
又,機油套與汽缸頭機油套係設置於汽缸軸方向上相互接近之位置。因而,與將機油套與汽缸頭機油套設置於分離之位置之情形相比,可簡化將潤滑機油供給至機油套與汽缸頭機油套之構成,從而可降低製造成本。 Further, the oil jacket and the cylinder head oil jacket are disposed at positions close to each other in the cylinder axis direction. Therefore, the configuration in which the lubricating oil is supplied to the oil jacket and the cylinder head oil jacket can be simplified as compared with the case where the oil jacket and the cylinder head oil jacket are disposed at the separated positions, thereby reducing the manufacturing cost.
於本發明之氣冷式單缸引擎中,較佳為,上述機油套與上述汽 缸頭機油套係圓周方向範圍相同,且於汽缸軸方向上連通。 In the air-cooled single-cylinder engine of the present invention, preferably, the oil jacket and the steam are The cylinder head oil casing has the same circumferential direction range and communicates in the cylinder axis direction.
根據該構成,可藉由於汽缸孔之內壁面上之尤其容易達到高溫之圓周方向區域設置機油套與汽缸頭機油套,而使汽缸孔之內壁面之溫度進一步降低。故而,可進一步抑制汽缸孔之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 According to this configuration, the temperature of the inner wall surface of the cylinder bore can be further lowered by providing the oil jacket and the cylinder head oil jacket in the circumferential direction region on the inner wall surface of the cylinder bore which is particularly easy to reach a high temperature. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
又,因對機油套供給潤滑機油之構成可兼作對汽缸頭機油套供給潤滑機油之構成,故可降低製造成本。 Further, since the configuration of supplying the lubricating oil to the oil jacket can also be used as a configuration for supplying the lubricating oil to the cylinder head oil jacket, the manufacturing cost can be reduced.
較佳為,本發明之氣冷式單缸引擎包含將上述汽缸頭之至少一部分覆蓋且具有空氣流入口之護罩、及自上述空氣流入口使空氣導入至上述護罩內之風扇,且上述機油套設置於相對於汽缸軸線而言與上述空氣流入口之相反側。 Preferably, the air-cooled single-cylinder engine of the present invention includes a shroud that covers at least a portion of the cylinder head and has an air inflow port, and a fan that introduces air into the shroud from the air inflow port, and the above The oil jacket is disposed on a side opposite to the air flow inlet with respect to the cylinder axis.
根據該構成,機油套係設置於相對於汽缸軸線而言與護罩之空氣流入口之相反側。即,即便設置鰭片,亦於汽缸孔之內壁面之溫度降低效果較低之部位設置機油套。因而,可藉由機油套與鰭片部而使汽缸孔之內壁面整體之溫度高效率地降低。故而,可進一步抑制汽缸孔之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 According to this configuration, the oil jacket is disposed on the opposite side of the air inlet of the shroud with respect to the cylinder axis. That is, even if the fin is provided, the oil jacket is provided at a portion where the temperature lowering effect of the inner wall surface of the cylinder hole is low. Therefore, the temperature of the entire inner wall surface of the cylinder bore can be efficiently lowered by the oil jacket and the fin portion. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
於本發明之氣冷式單缸引擎中,較佳為,上述機油蒸發抑制部抑制SAE黏度分類下之低溫黏度等級低於20W之上述潤滑機油於上述汽缸孔之內壁面進行蒸發。 In the air-cooled single-cylinder engine of the present invention, preferably, the oil evaporation suppressing portion suppresses evaporation of the lubricating oil having a low-temperature viscosity level of less than 20 W under SAE viscosity classification on an inner wall surface of the cylinder bore.
潤滑機油之黏度越低,則潤滑機油越容易蒸發。與此相對,本發明之氣冷式單缸引擎具備抑制汽缸孔之內壁面上之潤滑機油之蒸發之機油蒸發抑制部。因而,作為潤滑機油,即便使用SAE黏度分類下之低溫黏度等級低於20W之潤滑機油,亦可抑制汽缸孔之內壁面上之潤滑機油之蒸發。 The lower the viscosity of the lubricating oil, the easier it is to lubricate the oil. On the other hand, the air-cooled single-cylinder engine of the present invention includes an oil evaporation suppressing portion that suppresses evaporation of lubricating oil on the inner wall surface of the cylinder bore. Therefore, as the lubricating oil, even if the lubricating oil having a low-temperature viscosity level of less than 20 W under the SAE viscosity classification is used, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore can be suppressed.
又,潤滑機油之黏度越低,則機油套中流動之潤滑機油之每一 單位時間之流量變得越多,從而可使汽缸孔之內壁面之溫度進一步降低。故而,可藉由潤滑機油之低溫黏度等級低於20W,而進一步提昇藉由機油蒸發抑制部抑制汽缸孔之內壁面上之潤滑機油之蒸發之效果。 Moreover, the lower the viscosity of the lubricating oil, the each of the lubricating oil flowing in the oil jacket The more the flow per unit time becomes, the further the temperature of the inner wall surface of the cylinder bore can be lowered. Therefore, the effect of suppressing evaporation of the lubricating oil on the inner wall surface of the cylinder bore by the oil evaporation suppressing portion can be further enhanced by lowering the low-temperature viscosity level of the lubricating oil to less than 20 W.
本發明之跨坐型車輛之特徵在於,其係具備車體框架、裝載於上述車體框架之引擎、及配置於上述車體框架之車輛寬度方向兩側之一對護腿板之跨坐型車輛,且上述引擎係上述本發明之氣冷式單缸引擎,上述鰭片部與上述機油套係配置於汽缸軸線之車輛寬度方向兩側且上述一對護腿板之間。 A straddle-type vehicle according to the present invention includes a vehicle body frame, an engine mounted on the vehicle body frame, and a straddle type vehicle disposed on one side of the vehicle body frame on one side of the vehicle width direction In the above-described engine, the air-cooled single-cylinder engine of the present invention is characterized in that the fin portion and the oil jacket are disposed between both sides of the cylinder axis in the vehicle width direction and between the pair of leg shields.
根據該構成,引擎係配置於一對護腿板之間。因而,於假設鰭片部設置於汽缸軸線之車輛寬度方向之兩側之情形時,鰭片部與護腿板之間隙變小,從而鰭片部對於汽缸孔之內壁面之溫度降低效果變低。與此相對,本發明係僅於汽缸軸線之車輛寬度方向之一側設置有鰭片部,且於汽缸軸線之車輛寬度方向之另一側,設置有與護腿板之間無需間隙之機油套。因而,可較大地確保鰭片部與護腿板之間隙,從而可提昇鰭片部對於汽缸孔之內壁面之溫度降低效果。故而,可進一步抑制汽缸孔之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 According to this configuration, the engine is disposed between the pair of leg shields. Therefore, when the fin portions are provided on both sides of the cylinder axis in the vehicle width direction, the gap between the fin portions and the leg shields becomes small, so that the temperature reduction effect of the fin portions on the inner wall surface of the cylinder bore becomes low. On the other hand, in the present invention, the fin portion is provided only on one side of the cylinder axis in the vehicle width direction, and the oil jacket that does not require a gap with the leg shield is provided on the other side of the cylinder axis in the vehicle width direction. Therefore, the gap between the fin portion and the leg shield can be largely ensured, so that the temperature lowering effect of the fin portion on the inner wall surface of the cylinder bore can be improved. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
本發明之跨坐型車輛之特徵在於,其係具備車體框架及裝載於上述車體框架之引擎之跨坐型車輛,且上述引擎係上述本發明之氣冷式單缸引擎,上述汽缸軸線係沿車輛上下方向延伸。 The straddle type vehicle of the present invention is characterized in that it is provided with a vehicle body frame and a straddle type vehicle mounted on an engine of the vehicle body frame, and the engine is the air-cooled single-cylinder engine of the present invention, the cylinder axis It extends along the vehicle's up and down direction.
根據該構成,跨坐型車輛之行駛時之風向成為與汽缸軸線交叉之方向。因而,受風之程度因汽缸體之外表面之圓周方向位置而較大地不同。因而,例如,可藉由於幾乎不碰到風之行進方向後側配置機油套等,且調整鰭片部與機油套之圓周方向位置,而調整汽缸孔之內壁面之溫度。 According to this configuration, the wind direction at the time of traveling of the straddle type vehicle becomes a direction intersecting the cylinder axis. Therefore, the degree of wind receiving is largely different depending on the circumferential position of the outer surface of the cylinder block. Therefore, for example, the temperature of the inner wall surface of the cylinder bore can be adjusted by arranging the oil jacket or the like on the rear side of the traveling direction of the wind, and adjusting the circumferential position of the fin portion and the oil jacket.
再者,於本發明中,所謂汽缸軸線沿車輛上下方向延伸之狀態不僅包含汽缸軸線嚴密地沿車輛上下方向延伸之情形,而且包含汽缸軸線相對於車輛上下方向於±45°之範圍內傾斜之情形。 Further, in the present invention, the state in which the cylinder axis extends in the vertical direction of the vehicle includes not only the case where the cylinder axis extends strictly in the vertical direction of the vehicle but also the inclination of the cylinder axis within a range of ±45° with respect to the up and down direction of the vehicle. situation.
1、201、301‧‧‧機車(跨坐型車輛) 1, 201, 301‧‧‧ locomotives (straddle-type vehicles)
4、204、304‧‧‧車體框架 4, 204, 304‧‧ ‧ body frame
10、210、310‧‧‧車體外殼 10, 210, 310‧‧ ‧ body shell
11‧‧‧引擎單元 11‧‧‧Engine unit
12‧‧‧引擎(氣冷式單缸引擎) 12‧‧‧ engine (air-cooled single-cylinder engine)
21、221、321、421‧‧‧汽缸體 21, 221, 321, 421‧‧ ‧ cylinder block
22、222、322、522‧‧‧汽缸頭 22, 222, 322, 522‧ ‧ cylinder head
24‧‧‧護罩 24‧‧‧ Shield
24a‧‧‧空氣流入口 24a‧‧ Air flow entrance
26‧‧‧燃燒室 26‧‧‧ combustion chamber
31‧‧‧風扇 31‧‧‧Fan
33‧‧‧活塞 33‧‧‧Piston
35、36‧‧‧雙頭螺栓 35, 36‧‧‧ studs
50、421a‧‧‧汽缸部 50, 421a‧‧ ‧ cylinder department
50a‧‧‧汽缸孔 50a‧‧‧Cylinder bore
50b、421c‧‧‧機油套(機油蒸發抑制部) 50b, 421c‧‧‧ oil jacket (oil evaporation suppression)
50c、50d‧‧‧連通部 50c, 50d‧‧‧Connecting Department
51、52‧‧‧突出部 51, 52‧‧ ‧ protruding parts
51a、52a‧‧‧螺栓孔 51a, 52a‧‧‧ bolt holes
53‧‧‧鏈條室形成部 53‧‧‧Chain chamber formation
53a‧‧‧螺栓孔 53a‧‧‧Bolt hole
54‧‧‧鰭片部(機油蒸發抑制部) 54‧‧‧Fin section (oil evaporation suppression section)
54、254、354‧‧‧鰭片部(機油蒸發抑制部) 54, 254, 354‧‧‧ Fin section (oil evaporation suppression section)
55‧‧‧鏈條室(中空室) 55‧‧‧Chain room (hollow room)
61‧‧‧凹部 61‧‧‧ recess
62‧‧‧進氣通道 62‧‧‧Intake passage
63‧‧‧排氣通道 63‧‧‧Exhaust passage
64‧‧‧插穿口 64‧‧‧Into the mouth
65、365‧‧‧汽缸頭鰭片部(機油蒸發抑制部) 65, 365‧‧‧Cylinder head fins (oil evaporation suppression)
211、311‧‧‧引擎單元(氣冷式單缸引擎) 211, 311‧‧‧ engine unit (air-cooled single-cylinder engine)
270‧‧‧前外殼 270‧‧‧ front casing
270b‧‧‧護腿板部(護腿板) 270b‧‧‧Leggings (Leggings)
271‧‧‧主體外殼 271‧‧‧ body shell
271a‧‧‧護腿板部(護腿板) 271a‧‧‧Leggings (Leggings)
566a‧‧‧汽缸頭機油套(機油蒸發抑制部) 566a‧‧‧Cylinder head oil casing (oil evaporation suppression)
C1‧‧‧汽缸軸線 C1‧‧‧Cylinder axis
P1‧‧‧位置 P1‧‧‧ position
圖1係本發明之第1實施形態之機車之右側視圖。 Fig. 1 is a right side view of the locomotive according to the first embodiment of the present invention.
圖2係圖1之引擎之左側視圖,且係以剖面表示一部分之圖。 Figure 2 is a left side view of the engine of Figure 1, and is a cross-sectional view of a portion.
圖3係圖2之III-III線剖視圖。 Figure 3 is a cross-sectional view taken along line III-III of Figure 2.
圖4係圖3之IV-IV線剖視圖。 Figure 4 is a cross-sectional view taken along line IV-IV of Figure 3.
圖5(a)係圖1之引擎之一部分之右側視圖,(b)係圖1之引擎之一部分之仰視圖,(c)係圖1之引擎之一部分之左側視圖,(d)係圖1之引擎之一部分之俯視圖。 Figure 5 (a) is a right side view of a portion of the engine of Figure 1, (b) is a bottom view of a portion of the engine of Figure 1, (c) is a left side view of a portion of the engine of Figure 1, (d) is Figure 1 A top view of one part of the engine.
圖6係表示第1實施形態與比較例之引擎中之汽缸孔之內壁面之溫度與圓周方向位置之關係之曲線圖。 Fig. 6 is a graph showing the relationship between the temperature of the inner wall surface of the cylinder bore and the position in the circumferential direction in the engine of the first embodiment and the comparative example.
圖7係本發明之第2實施形態之機車之左側視圖。 Fig. 7 is a left side view of the locomotive according to the second embodiment of the present invention.
圖8係圖7之機車之前視圖。 Figure 8 is a front view of the locomotive of Figure 7.
圖9係圖7之引擎單元之俯視圖,且係以剖面表示一部分之圖。 Figure 9 is a plan view of the engine unit of Figure 7, and is a cross-sectional view of a portion.
圖10係本發明之第3實施形態之機車之左側視圖。 Fig. 10 is a left side view of the locomotive according to the third embodiment of the present invention.
圖11係圖10之引擎單元之俯視圖,且係以剖面表示一部分之圖。 Figure 11 is a plan view of the engine unit of Figure 10, and is a cross-sectional view of a portion.
圖12係圖11之XII-XII線剖視圖。 Figure 12 is a cross-sectional view taken along line XII-XII of Figure 11.
圖13係本發明之第2實施形態之變化例之引擎之剖視圖。 Figure 13 is a cross-sectional view showing an engine according to a modification of the second embodiment of the present invention.
圖14係本發明之第1實施形態之變化例之引擎之剖視圖。 Fig. 14 is a cross-sectional view showing an engine according to a modification of the first embodiment of the present invention.
圖15係本發明之第1實施形態之變化例之引擎之剖視圖。 Fig. 15 is a cross-sectional view showing an engine according to a modification of the first embodiment of the present invention.
圖16係表示潤滑機油之消耗量與汽缸孔之內壁面之溫度之關係之曲線圖。 Fig. 16 is a graph showing the relationship between the amount of lubricating oil consumed and the temperature of the inner wall surface of the cylinder bore.
圖17係本發明之其他實施形態之機車之左側視圖。 Figure 17 is a left side view of a locomotive according to another embodiment of the present invention.
<第1實施形態> <First embodiment>
以下,對本發明之第1實施形態進行說明。本實施形態係圖1所示之機車1之引擎中適用本發明之氣冷式單缸引擎之一例。再者,於以下之說明中,所謂前後方向係指自乘坐於機車1之下述座部8之騎乘者所觀察之車輛前後方向,所謂左右方向係指自乘坐於座部8之騎乘者觀察時之車輛左右方向(車輛寬度方向)。又,各圖式之箭頭F方向與箭頭B方向係表示前方與後方,箭頭L方向與箭頭R方向係表示左方與右方,箭頭U方向與箭頭D方向係表示上方與下方。 Hereinafter, a first embodiment of the present invention will be described. This embodiment is an example of an air-cooled single-cylinder engine to which the present invention is applied to the engine of the locomotive 1 shown in Fig. 1. In the following description, the front-rear direction refers to the front-rear direction of the vehicle viewed from the rider riding on the seat portion 8 of the locomotive 1, and the left-right direction refers to the ride from the seat portion 8. The left and right direction of the vehicle (the vehicle width direction) when observing. Further, the arrow F direction and the arrow B direction of each drawing indicate the front and the rear, the arrow L direction and the arrow R direction indicate the left side and the right side, and the arrow U direction and the arrow D direction indicate the upper side and the lower side.
[機車1之整體構成] [The overall composition of locomotive 1]
如圖1所示,本實施形態之機車1為速克達。機車1具備前輪2、後輪3、及車體框架4。車體框架4係作為整體沿前後方向延伸之形態。 As shown in Fig. 1, the locomotive 1 of the present embodiment is a quickkeda. The locomotive 1 includes a front wheel 2, a rear wheel 3, and a body frame 4. The vehicle body frame 4 has a form in which the vehicle body frame 4 extends as a whole in the front-rear direction.
車體框架4係於其前部具有頭管4a。於頭管4a中,插入有轉向軸5且使之可旋轉。轉向軸5之上端部係連結於把手單元6。又,轉向軸5之下端部係連結於一對前叉7。前叉7之下端部係支持前輪2。 The body frame 4 has a head pipe 4a at its front portion. In the head pipe 4a, the steering shaft 5 is inserted and made rotatable. The upper end portion of the steering shaft 5 is coupled to the handle unit 6. Further, the lower end portion of the steering shaft 5 is coupled to the pair of front forks 7. The lower end of the front fork 7 supports the front wheel 2.
於車體框架4之上部支持著座部8。於車體框架4中之相較座部8之更前方支持著置腳板9。於車體框架4支持著將車體框架4等覆蓋之車體外殼10。車體外殼10具有自置腳板9之前端與後端延伸至上方之形態。 The seat portion 8 is supported on the upper portion of the body frame 4. The footrest 9 is supported in the body frame 4 more than the front of the seat 8. The body frame 10 that covers the vehicle body frame 4 and the like is supported by the vehicle body frame 4. The vehicle body casing 10 has a shape in which the front end and the rear end of the self-supporting foot plate 9 extend upward.
於車體框架4,裝載有擺動式之引擎單元11與燃料箱(未圖示)。燃料箱係配置於座部8之下方,且由座部8與車體外殼10所覆蓋。 The vehicle body frame 4 is loaded with an oscillating engine unit 11 and a fuel tank (not shown). The fuel tank is disposed below the seat portion 8 and covered by the seat portion 8 and the vehicle body casing 10.
引擎單元11具備引擎12、及連結於引擎12之後部之變速機13。變速機13係V型皮帶式無段變速機。變速機13係配置於引擎12及後輪3之左方。引擎12之前部係自前方與左右兩側方由車體外殼10所覆蓋。引擎12之前端部係經由樞軸4b可擺動地被車體框架4支持。變速機13之後端部係支持後輪3。又,於變速機13與車體框架4之間安裝有後懸 吊系統14。 The engine unit 11 includes an engine 12 and a transmission 13 coupled to a rear portion of the engine 12. The transmission 13 is a V-belt type stepless transmission. The transmission 13 is disposed to the left of the engine 12 and the rear wheel 3. The front portion of the engine 12 is covered by the vehicle body casing 10 from the front and the left and right sides. The front end of the engine 12 is swingably supported by the vehicle body frame 4 via the pivot 4b. The rear end of the transmission 13 supports the rear wheel 3. Further, a rear suspension is mounted between the transmission 13 and the vehicle body frame 4 Hanging system 14.
[引擎12之構成] [Composition of Engine 12]
引擎12(本發明之氣冷式單缸引擎)係強制氣冷式之引擎。又,引擎12係OHC(Over Head Camshaft,頂置凸輪軸)型之4衝程循環單缸引擎。如圖2及圖3所示,引擎12具備曲軸箱20、安裝於曲軸箱20之前端部之汽缸體21、安裝於汽缸體21之前端部之汽缸頭22、安裝於汽缸頭22之前端部之汽缸頭外殼23、及護罩24。再者,圖2中將護罩24之表示省略。又,圖2係表示曲軸箱20之左側面、及汽缸體21、汽缸頭22、汽缸頭外殼23之剖面。 The engine 12 (the air-cooled single-cylinder engine of the present invention) is a forced air-cooled engine. Further, the engine 12 is a 4-stroke cycle single-cylinder engine of the OHC (Over Head Camshaft) type. As shown in FIGS. 2 and 3, the engine 12 includes a crankcase 20, a cylinder block 21 attached to a front end portion of the crankcase 20, a cylinder head 22 attached to a front end portion of the cylinder block 21, and an end portion attached to the cylinder head 22 The cylinder head housing 23 and the shroud 24 are provided. Further, the representation of the shield 24 is omitted in FIG. 2 shows a left side surface of the crankcase 20 and a cross section of the cylinder block 21, the cylinder head 22, and the cylinder head casing 23.
曲軸箱20、汽缸體21、汽缸頭22、及汽缸頭外殼23較佳為由導熱係數高於鐵之輕合金形成,但亦可由鐵或除了鐵以外之金屬形成。作為該輕合金之具體例,例如為鋁、鎂、鋁與矽之合金、及鋁與鎂之合金等。曲軸箱20、汽缸體21、汽缸頭22、及汽缸頭外殼23係藉由例如鑄造而形成。 The crankcase 20, the cylinder block 21, the cylinder head 22, and the cylinder head casing 23 are preferably formed of a light alloy having a higher thermal conductivity than iron, but may be formed of iron or a metal other than iron. Specific examples of the light alloy include aluminum, magnesium, an alloy of aluminum and bismuth, and an alloy of aluminum and magnesium. The crankcase 20, the cylinder block 21, the cylinder head 22, and the cylinder head casing 23 are formed by, for example, casting.
如圖3所示,護罩24係將汽缸體21整體、汽缸頭22整體、及汽缸頭外殼23之後端部遍及整周地覆蓋。進而,護罩24係將曲軸箱20之右側部分覆蓋。於護罩24之將曲軸箱20覆蓋之部分(即,護罩24之右後部),形成有空氣流入口24a。又,於護罩24之前部,形成有空氣排出口(未圖示)。再者,圖3為圖2之III-III線剖視圖,並且亦為圖4之III-III線剖視圖。 As shown in FIG. 3, the shroud 24 covers the entire cylinder block 21, the entire cylinder head 22, and the rear end portion of the cylinder head casing 23 over the entire circumference. Further, the shroud 24 covers the right side portion of the crankcase 20. At a portion of the shroud 24 that covers the crankcase 20 (i.e., the right rear portion of the shroud 24), an air inflow port 24a is formed. Further, an air discharge port (not shown) is formed in the front portion of the shroud 24. 3 is a cross-sectional view taken along line III-III of FIG. 2, and is also a cross-sectional view taken along line III-III of FIG. 4.
於曲軸箱20之內部,收容有沿左右方向延伸之曲柄軸30。曲柄軸30係相對於曲軸箱20可旋轉地受到支持。曲柄軸30之左端部係自曲軸箱20突出而與變速機13連接。曲柄軸30之右端部係自曲軸箱20突出,連結於風扇31。風扇31係隨著曲柄軸30之旋轉而被旋轉驅動。藉由風扇31之驅動,而經由空氣流入口24a將空氣導入至護罩24內,且將被導入之空氣自空氣排出口(未圖示)排出。 Inside the crankcase 20, a crank shaft 30 extending in the left-right direction is housed. The crankshaft 30 is rotatably supported relative to the crankcase 20. The left end portion of the crankshaft 30 protrudes from the crankcase 20 and is connected to the transmission 13. The right end portion of the crankshaft 30 protrudes from the crankcase 20 and is coupled to the fan 31. The fan 31 is rotationally driven in accordance with the rotation of the crankshaft 30. The air is introduced into the shroud 24 via the air inflow port 24a by the driving of the fan 31, and the introduced air is discharged from the air discharge port (not shown).
如圖2所示,於曲軸箱20之下部,形成有沿左右方向延伸之機油盤20a。於機油盤20a貯存有潤滑機油。曲軸箱20係收容有吸取機油盤20a中所貯存之潤滑機油之機油泵32。潤滑機油係藉由該機油泵32進行泵送,且於引擎12內進行循環。對於潤滑機油之流動之詳細情況隨後描述。再者,潤滑機油係包含於引擎12之構成要素中。 As shown in Fig. 2, an oil pan 20a extending in the left-right direction is formed at a lower portion of the crankcase 20. Lubricating oil is stored in the oil pan 20a. The crankcase 20 houses an oil pump 32 that stores lubricating oil stored in the oil pan 20a. Lubricating oil is pumped by the oil pump 32 and circulated within the engine 12. Details of the flow of lubricating oil are described later. Further, the lubricating oil is included in the components of the engine 12.
潤滑機油係由SAE J300所規定之SAE黏度分類下之低溫黏度等級低於20W。黏度等級越低則機油之黏度越低。潤滑機油之SAE黏度分類下之高溫黏度等級並無特別限定。若將X設為0以上未達20之整數,且將Y設為0以上之整數,則潤滑機油之SAE黏度等級以XW-Y表示。潤滑機油係包含基礎機油與添加物。大致而言,潤滑機油之黏度越低,則潤滑機油之蒸發溫度越低,從而容易蒸發。因基礎機油之種類(例如為礦物油抑或是合成油)或添加物,而存在即便潤滑機油之黏度相同,蒸發溫度亦不同之情形。潤滑機油之蒸發特性可藉由例如依據ASTM D6352之氣相層析法模擬蒸餾之沸點分佈測定法而獲得。 Lubricating oil is a low temperature viscosity grade of less than 20W under the SAE viscosity classification specified by SAE J300. The lower the viscosity grade, the lower the viscosity of the oil. The high temperature viscosity grade of the SAE viscosity classification of the lubricating oil is not particularly limited. If X is set to 0 or more and is not an integer of 20, and Y is set to an integer of 0 or more, the SAE viscosity level of the lubricating oil is expressed by XW-Y. Lubricating oils contain base oils and additives. In general, the lower the viscosity of the lubricating oil, the lower the evaporation temperature of the lubricating oil and the easier evaporation. Due to the type of base oil (for example, mineral oil or synthetic oil) or additives, there is a case where the evaporation temperature is different even if the viscosity of the lubricating oil is the same. The evaporation characteristics of the lubricating oil can be obtained, for example, by a gas chromatography method according to ASTM D6352, which simulates the boiling point distribution measurement of distillation.
汽缸體21係連接於曲軸箱20之前端面。如圖4所示,汽缸體21具備圓筒狀之汽缸部50、自汽缸部50之外周面突出地設置之2個突出部51、52、鏈條室形成部53、及鰭片部54。汽缸部50、突出部51、52、鏈條室形成部53、及鰭片部54係由同一材料一體成形而成。 The cylinder block 21 is connected to the front end surface of the crankcase 20. As shown in FIG. 4 , the cylinder block 21 includes a cylindrical cylinder portion 50 , two protruding portions 51 and 52 that protrude from the outer circumferential surface of the cylinder portion 50 , a chain chamber forming portion 53 , and a fin portion 54 . The cylinder portion 50, the protruding portions 51, 52, the chain chamber forming portion 53, and the fin portion 54 are integrally formed of the same material.
於汽缸部50,形成有收容活塞33使之自由滑動之汽缸孔50a。亦可對汽缸孔50a之內壁面實施鍍敷處理。如圖3所示,活塞33係經由連桿34連結於曲柄軸30。如圖2所示,汽缸孔50a之中心軸、即汽缸軸線C1係沿前後方向延伸。詳細而言,汽缸軸線C1係以汽缸部50之前端(汽缸頭22側之端部)相較後端(曲軸箱20側之端部)位於更上方之方式,相對於前後方向略微地傾斜。於本實施形態中,汽缸軸線C1之相對於前後方向(水平方向)之傾斜角度約為5度,但0度以上45度以下之範圍內即可。 In the cylinder portion 50, a cylinder hole 50a for accommodating the piston 33 to slide freely is formed. The inner wall surface of the cylinder hole 50a may be plated. As shown in FIG. 3, the piston 33 is coupled to the crankshaft 30 via a link 34. As shown in FIG. 2, the central axis of the cylinder bore 50a, that is, the cylinder axis C1 extends in the front-rear direction. Specifically, the cylinder axis C1 is slightly inclined with respect to the front-rear direction so that the front end of the cylinder portion 50 (the end portion on the cylinder head 22 side) is positioned higher than the rear end (the end portion on the crankcase 20 side). In the present embodiment, the inclination angle of the cylinder axis C1 with respect to the front-rear direction (horizontal direction) is about 5 degrees, but it may be within a range of 0 degrees or more and 45 degrees or less.
如圖4所示,於汽缸部50之前表面,形成有沿以汽缸軸線C1為中心之圓周方向延伸之槽部50b。如圖3所示,槽部50b之開口係被汽缸頭22之後表面所阻塞。於該槽部50b中,潤滑機油以充滿狀態流動。槽部50b係構成機油套50b。 As shown in FIG. 4, a groove portion 50b extending in the circumferential direction around the cylinder axis C1 is formed on the front surface of the cylinder portion 50. As shown in FIG. 3, the opening of the groove portion 50b is blocked by the rear surface of the cylinder head 22. In the groove portion 50b, the lubricating oil flows in a full state. The groove portion 50b constitutes the oil jacket 50b.
機油套50b係形成於汽缸部50之左側部分與下側部分。機油套50b係自汽缸軸線C1之方向(A1方向)觀察,形成於時針之約2點之位置至約7點之位置為止之範圍。機油套50b係設置於相對於汽缸軸線C1而言與護罩24之空氣流入口24a之相反側。機油套50b係於以汽缸軸線C1為中心之圓周方向上,設置於相較下述進氣通道62接近下述排氣通道63之位置。又,機油套50b係於以汽缸軸線C1為中心之圓周方向上,形成於下述鏈條室55之圓周方向範圍之大致整個區域。又,機油套50b係於以汽缸軸線C1為中心之圓周方向上,形成於排氣通道63之圓周方向範圍之整個區域。 The oil jacket 50b is formed on the left side portion and the lower side portion of the cylinder portion 50. The oil jacket 50b is formed in the direction from the cylinder axis C1 (direction A1), and is formed in a range from about 2 o'clock to the position of about 7 o'clock. The oil jacket 50b is disposed on the opposite side of the air inlet 24a of the shroud 24 with respect to the cylinder axis C1. The oil jacket 50b is disposed in a circumferential direction centering on the cylinder axis C1, and is disposed closer to the exhaust passage 63 described below than the intake passage 62 described below. Further, the oil jacket 50b is formed in a circumferential direction around the cylinder axis C1, and is formed over substantially the entire area of the circumferential direction of the chain chamber 55 described below. Further, the oil jacket 50b is formed in the entire circumferential direction of the exhaust passage 63 in the circumferential direction centering on the cylinder axis C1.
機油套50b係形成於汽缸部50之徑向厚度之大致中央部。機油套50b之以汽缸軸線C1為中心之徑向之長度係遍及圓周方向及汽缸軸線方向(A1方向)而固定。又,機油套50b之汽缸軸線方向(A1方向)之長度係遍及圓周方向而固定。於圖3中,以實線表示位於上死點之活塞33,且以二點鏈線表示位於上死點與下死點之中間位置之活塞33。機油套50b係相較活塞33之上死點與下死點之中間位置形成於更前方(汽缸頭22側)。 The oil jacket 50b is formed at a substantially central portion of the radial thickness of the cylinder portion 50. The radial length of the oil jacket 50b centered on the cylinder axis C1 is fixed in the circumferential direction and the cylinder axis direction (A1 direction). Further, the length of the oil jacket 50b in the cylinder axis direction (A1 direction) is fixed over the circumferential direction. In Fig. 3, the piston 33 at the top dead center is indicated by a solid line, and the piston 33 at a position intermediate the top dead center and the bottom dead center is indicated by a two-dot chain line. The oil jacket 50b is formed further forward (the cylinder head 22 side) than the intermediate position between the top dead center and the bottom dead center of the piston 33.
於汽缸體21之前表面,形成有自機油套50b之圓周方向之兩端大致沿徑向延伸之2個槽部(以下,稱為連通部)50c、50d。連通部50c係使機油套50b之右下端與下述螺栓孔52a連通,且連通部50d係使機油套50b之左上端與下述鏈條室55連通。 On the front surface of the cylinder block 21, two groove portions (hereinafter referred to as communication portions) 50c and 50d extending substantially in the radial direction from both ends in the circumferential direction of the oil jacket 50b are formed. The communication portion 50c connects the lower right end of the oil jacket 50b with the bolt hole 52a described below, and the communication portion 50d connects the upper left end of the oil jacket 50b with the chain chamber 55 described below.
突出部51係自汽缸部50之外周面之右上部突出,且沿汽缸軸線方向(A1方向)延伸。突出部52係自汽缸部50之外周面之右下部突出, 且沿汽缸軸線方向(A1方向)延伸。於突出部51、52分別形成有沿汽缸軸線方向(A1方向)貫通之螺栓孔51a、52a。於汽缸頭22,形成有與螺栓孔51a、52a分別連通之螺栓孔(未圖示)。於汽缸頭22之2個螺栓孔51a、52a與汽缸頭22之2個螺栓孔,插穿著用以將汽缸體21與汽缸頭22連結之2根雙頭螺栓35。螺栓孔51a、52a之直徑分別大於所插穿之雙頭螺栓35之直徑,且於螺栓孔51a、52a之內周面與雙頭螺栓35之外周面之間產生有間隙。 The protruding portion 51 protrudes from the upper right portion of the outer peripheral surface of the cylinder portion 50 and extends in the cylinder axis direction (A1 direction). The protruding portion 52 protrudes from the lower right portion of the outer peripheral surface of the cylinder portion 50, And extending in the cylinder axis direction (A1 direction). Bolt holes 51a and 52a penetrating in the cylinder axis direction (A1 direction) are formed in the protruding portions 51 and 52, respectively. A bolt hole (not shown) that communicates with the bolt holes 51a and 52a is formed in the cylinder head 22. The two bolt holes 51a and 52a of the cylinder head 22 and the two bolt holes of the cylinder head 22 are inserted into the two stud bolts 35 for connecting the cylinder block 21 and the cylinder head 22. The diameters of the bolt holes 51a and 52a are respectively larger than the diameter of the stud bolt 35 to be inserted, and a gap is formed between the inner circumferential surface of the bolt holes 51a and 52a and the outer circumferential surface of the stud bolt 35.
鏈條室形成部53係設置於汽缸部50之外周面之左側部分。於鏈條室形成部53與汽缸部50之外周面之間,形成有鏈條室55。即,鏈條室55係形成於汽缸部50之外側。鏈條室55係使形成於曲軸箱20之鏈條室20b與形成於汽缸頭22之鏈條室60連通。於鏈條室55、20b、60配置有下述正時鏈條44。如圖4所示,鏈條室55係與汽缸軸線方向(A1方向)正交之剖面形狀成為上下方向上細長之大致矩形狀。鏈條室55之上下方向長度大於汽缸孔50a之直徑。鏈條室55之上下方向之中間之位置係與汽缸軸線C1大致水平地排列。又,於鏈條室形成部53,形成有供雙頭螺栓36插穿之4個螺栓孔53a。 The chain chamber forming portion 53 is provided on the left side portion of the outer peripheral surface of the cylinder portion 50. A chain chamber 55 is formed between the chain chamber forming portion 53 and the outer peripheral surface of the cylinder portion 50. That is, the chain chamber 55 is formed on the outer side of the cylinder portion 50. The chain chamber 55 connects the chain chamber 20b formed in the crankcase 20 with the chain chamber 60 formed in the cylinder head 22. The following timing chain 44 is disposed in the chain chambers 55, 20b, and 60. As shown in FIG. 4, the chain chamber 55 has a cross-sectional shape orthogonal to the cylinder axis direction (A1 direction) and has a substantially rectangular shape elongated in the vertical direction. The length of the upper and lower sides of the chain chamber 55 is larger than the diameter of the cylinder bore 50a. The position in the middle of the upper and lower directions of the chain chamber 55 is substantially horizontally aligned with the cylinder axis C1. Further, in the chain chamber forming portion 53, four bolt holes 53a through which the stud bolts 36 are inserted are formed.
如圖5(a)~(d)所示,鰭片部54係形成於汽缸體21之外周部之圓周方向一部分。鰭片部54係於汽缸軸線方向(A1方向)上,形成於汽缸體21之前側(汽缸頭22側)之大致一半之區域。鰭片部54係相較活塞33之上死點與下死點之中間位置形成於汽缸頭22側。鰭片部54係包含排列於汽缸軸線方向(A1方向)上之複數個鰭片。各鰭片係沿以汽缸軸線C1為中心之圓周方向延伸。鰭片部54係形成於汽缸體21之上表面、右表面及下表面。鰭片部54係自汽缸部50之外周面與突出部51、52之外表面突出。鰭片部54之圓周方向兩端係連接於鏈條室形成部53之右表面。於本實施形態中,鰭片部54係形成於以汽缸軸線C1為中心之約200度之範圍內。故而,鰭片部54形成於相較機油套50b之圓周方向範 圍更大之圓周方向範圍。又,鰭片部54之圓周方向範圍之一部分係與機油套50b之圓周方向範圍之一部分重疊。因藉由風扇31而導入至護罩24內之空氣與鰭片部54接觸,故汽缸體21自鰭片部54進行散熱。 As shown in FIGS. 5( a ) to 5 ( d ), the fin portion 54 is formed in a part of the circumferential direction of the outer peripheral portion of the cylinder block 21 . The fin portion 54 is formed in the cylinder axis direction (A1 direction) and is formed in a region approximately half of the front side (the cylinder head 22 side) of the cylinder block 21. The fin portion 54 is formed on the cylinder head 22 side from the intermediate position between the top dead center and the bottom dead center of the piston 33. The fin portion 54 includes a plurality of fins arranged in the cylinder axis direction (A1 direction). Each of the fins extends in a circumferential direction centering on the cylinder axis C1. The fin portion 54 is formed on the upper surface, the right surface, and the lower surface of the cylinder block 21. The fin portion 54 protrudes from the outer peripheral surface of the cylinder portion 50 and the outer surfaces of the protruding portions 51, 52. Both ends of the fin portion 54 in the circumferential direction are connected to the right surface of the chain chamber forming portion 53. In the present embodiment, the fin portion 54 is formed in a range of about 200 degrees around the cylinder axis C1. Therefore, the fin portion 54 is formed in the circumferential direction of the oil jacket 50b. A larger range of circumferential directions. Further, one of the circumferential direction ranges of the fin portion 54 partially overlaps with one of the circumferential direction ranges of the oil jacket 50b. Since the air introduced into the shroud 24 by the fan 31 comes into contact with the fin portion 54, the cylinder block 21 dissipates heat from the fin portion 54.
汽缸頭22係隔著墊圈25,連接於汽缸體21之前端面。墊圈25係於與汽缸體21之汽缸孔50a、機油套50b、螺栓孔51a、52a、53a及鏈條室55分別對應之位置,分別具有大致相同形狀之孔。又,墊圈25較佳為由導熱係數高於鐵之材料形成,但亦可由除此以外之材料形成。墊圈25既可由金屬形成,亦可由除了金屬以外之材質(例如合成樹脂)形成。 The cylinder head 22 is connected to the front end surface of the cylinder block 21 via a gasket 25. The washer 25 is provided at a position corresponding to each of the cylinder hole 50a, the oil jacket 50b, the bolt holes 51a, 52a, 53a and the chain chamber 55 of the cylinder block 21, and has holes of substantially the same shape. Further, the gasket 25 is preferably formed of a material having a higher thermal conductivity than iron, but may be formed of a material other than the above. The gasket 25 may be formed of a metal or a material other than metal (for example, a synthetic resin).
如圖3所示,於汽缸頭22之後表面,在與汽缸孔50a對應之位置,形成有大致半球狀之凹部61。凹部61之後端之直徑係與汽缸孔50a之直徑大致相同。藉由該凹部61、汽缸孔50a及活塞33而劃分燃燒室26。 As shown in FIG. 3, a substantially hemispherical concave portion 61 is formed on the rear surface of the cylinder head 22 at a position corresponding to the cylinder hole 50a. The diameter of the rear end of the recess 61 is substantially the same as the diameter of the cylinder bore 50a. The combustion chamber 26 is divided by the recess 61, the cylinder bore 50a, and the piston 33.
如圖2所示,於汽缸頭22之內部,形成有與燃燒室26連通之進氣通道62及排氣通道63。進氣通道62係形成於汽缸頭22之上側部分。進氣通道62係自左右方向觀察,自凹部61直至汽缸頭22之上表面為止朝前傾斜向上地延伸。排氣通道63形成於汽缸頭22之下側部分。排氣通道63係自左右方向觀察,自凹部61直至汽缸頭22之下表面為止朝前傾斜向下地延伸。如圖4所示,本實施形態之排氣通道63係自前方觀察,沿著與左右方向正交之方向延伸。排氣通道63亦可自前方觀察,自凹部61直至汽缸頭22之下表面為止,一邊向右方或左方彎曲一邊向下地延伸。進氣通道62係用以將空氣導入至燃燒室26之通道。排氣通道63係用以將燃燒室26中產生之高溫之燃燒氣體排出之通道。 As shown in FIG. 2, inside the cylinder head 22, an intake passage 62 and an exhaust passage 63 communicating with the combustion chamber 26 are formed. The intake passage 62 is formed in an upper side portion of the cylinder head 22. The intake passage 62 is viewed from the left-right direction and extends obliquely upward from the recess 61 to the upper surface of the cylinder head 22. An exhaust passage 63 is formed in a lower side portion of the cylinder head 22. The exhaust passage 63 extends obliquely downward from the recess 61 to the lower surface of the cylinder head 22 as viewed from the left-right direction. As shown in Fig. 4, the exhaust passage 63 of the present embodiment extends in a direction orthogonal to the left-right direction as viewed from the front. The exhaust passage 63 can also be viewed downward from the recess 61 to the lower surface of the cylinder head 22 while being bent downward to the right or left. The intake passage 62 is for passage of air into the combustion chamber 26. The exhaust passage 63 is a passage for discharging the high-temperature combustion gas generated in the combustion chamber 26.
進氣通道62係如圖1所示,經由進氣管15連接於空氣清潔器(未圖示)。於進氣管15之中途,設置有節流閥(未圖示)。藉由調整節流閥之開度而調整供給至燃燒室26之空氣量。排氣通道63係如圖1所示,經 由排氣管16連接於消音器17。又,於排氣管16之中途,配置有三元觸媒(未圖示)。 The intake passage 62 is connected to an air cleaner (not shown) via an intake pipe 15 as shown in FIG. A throttle valve (not shown) is provided in the middle of the intake pipe 15. The amount of air supplied to the combustion chamber 26 is adjusted by adjusting the opening degree of the throttle valve. The exhaust passage 63 is shown in Figure 1, It is connected to the muffler 17 by the exhaust pipe 16. Further, a three-way catalyst (not shown) is disposed in the middle of the exhaust pipe 16.
如圖3所示,於汽缸頭22之右側部分,配置有火星塞37。火星塞37之作為點火部分之前端部係自形成於凹部61之插穿口64露出於燃燒室26內。又,如上所述,於汽缸頭22,形成有與汽缸體21之鏈條室55連通之鏈條室60、及與汽缸體21之複數個螺栓孔51a、52a、53a連通之複數個螺栓孔。 As shown in FIG. 3, a Mars plug 37 is disposed on the right side of the cylinder head 22. The end portion of the spark plug 37 as the ignition portion is exposed from the insertion opening 64 formed in the recess 61 in the combustion chamber 26. Further, as described above, the cylinder head 22 is formed with a chain chamber 60 that communicates with the chain chamber 55 of the cylinder block 21, and a plurality of bolt holes that communicate with the plurality of bolt holes 51a, 52a, and 53a of the cylinder block 21.
再者,圖4係自前方沿汽缸軸線方向(A1方向)觀察汽缸頭22所得之剖視圖。因而,於圖4中,原本並未出現進氣通道62及排氣通道63,但於與配置有進氣通道62及排氣通道63之上下左右方向之位置對應之位置以二點鏈線表示進氣通道62及排氣通道63。又,形成於凹部61之插穿口64亦原本未出現於圖4中,但於與配置有插穿口64之上下左右方向之位置對應之位置以二點鏈線表示插穿口64。 Further, Fig. 4 is a cross-sectional view of the cylinder head 22 as viewed from the front in the cylinder axis direction (A1 direction). Therefore, in FIG. 4, the intake passage 62 and the exhaust passage 63 are not originally formed, but the position corresponding to the position in the lower left and right direction on which the intake passage 62 and the exhaust passage 63 are disposed is indicated by a two-dot chain line. Intake passage 62 and exhaust passage 63. Further, the insertion opening 64 formed in the concave portion 61 is not originally shown in FIG. 4, but the insertion opening 64 is indicated by a two-dot chain line at a position corresponding to the position in the lower left and right direction in which the insertion opening 64 is disposed.
汽缸頭22之前部係被汽缸頭外殼23所覆蓋。於汽缸頭22與汽缸頭外殼23之內部,收容有將進氣通道62及排氣通道63分別開閉之進氣閥38及排氣閥39、及用以將進氣閥38及排氣閥39驅動之閥動機構40。閥動機構40係包含沿左右方向延伸之凸輪軸41。凸輪軸41係由汽缸頭22支持且可旋轉。凸輪軸41之左端部係配置於汽缸頭22之鏈條室60。於設置於凸輪軸41之左端部之鏈輪42、及設置於曲柄軸30之左端部之鏈輪43,捲繞著正時鏈條44。正時鏈條44係將曲柄軸30之旋轉力傳遞至閥動機構40之動力傳遞構件。藉由凸輪軸41伴隨曲柄軸30之旋轉進行旋轉,而將進氣閥38及排氣閥39開閉驅動。 The front portion of the cylinder head 22 is covered by the cylinder head housing 23. Inside the cylinder head 22 and the cylinder head casing 23, an intake valve 38 and an exhaust valve 39 that open and close the intake passage 62 and the exhaust passage 63, respectively, and an intake valve 38 and an exhaust valve 39 are housed. The valve mechanism 40 is driven. The valve mechanism 40 includes a cam shaft 41 that extends in the left-right direction. The camshaft 41 is supported by the cylinder head 22 and is rotatable. The left end portion of the cam shaft 41 is disposed in the chain chamber 60 of the cylinder head 22. The timing chain 44 is wound around the sprocket 42 provided at the left end of the camshaft 41 and the sprocket 43 provided at the left end of the crankshaft 30. The timing chain 44 transmits the rotational force of the crankshaft 30 to the power transmitting member of the valve mechanism 40. The intake shaft 38 and the exhaust valve 39 are opened and closed by the rotation of the cam shaft 41 in accordance with the rotation of the crankshaft 30.
如圖5(a)~(d)所示,於汽缸頭22之外表面,設置有汽缸頭鰭片部65。汽缸頭鰭片部65係包含排列於汽缸軸線方向(A1方向)上之複數個鰭片。各鰭片係沿以汽缸軸線C1為中心之圓周方向延伸。汽缸頭鰭片部65係於汽缸軸線方向(A1方向)上,形成於汽缸頭22之後側(汽缸 體21側)之大致一半之區域。汽缸頭鰭片部65係形成於汽缸頭22之右表面上之火星塞37之上下兩側。因藉由風扇31而導入至護罩24內之空氣與汽缸頭鰭片部65接觸,故汽缸頭22自汽缸頭鰭片部65進行散熱。汽缸頭22係由導熱係數高於鐵之輕合金形成,故容易藉由汽缸頭鰭片部65而使汽缸頭22之溫度降低。 As shown in FIGS. 5(a) to 5(d), a cylinder head fin portion 65 is provided on the outer surface of the cylinder head 22. The cylinder head fin portion 65 includes a plurality of fins arranged in the cylinder axis direction (A1 direction). Each of the fins extends in a circumferential direction centering on the cylinder axis C1. The cylinder head fin portion 65 is in the cylinder axis direction (A1 direction) and is formed on the rear side of the cylinder head 22 (cylinder) Approximately half of the area of the body 21). The cylinder head fin portion 65 is formed on the upper and lower sides of the spark plug 37 on the right surface of the cylinder head 22. Since the air introduced into the shroud 24 by the fan 31 comes into contact with the cylinder head fin portion 65, the cylinder head 22 dissipates heat from the cylinder head fin portion 65. Since the cylinder head 22 is formed of a light alloy having a higher thermal conductivity than iron, the temperature of the cylinder head 22 is easily lowered by the cylinder head fin portion 65.
繼而,對引擎12中之潤滑機油之流動進行說明。各圖所示之中空之箭頭與塗色之箭頭係表示潤滑機油之流動之一部分。塗色之箭頭係表示剖面中未出現之潤滑機油之流動,中空之箭頭係表示剖面中出現之潤滑機油之流動。本實施形態之引擎12係將潤滑機油不僅用於引擎12之滑動部之潤滑,而且亦用於降低汽缸孔50a之內壁面之溫度。 Next, the flow of the lubricating oil in the engine 12 will be described. The hollow arrows and painted arrows shown in the figures represent a portion of the flow of lubricating oil. The colored arrows indicate the flow of lubricating oil that does not appear in the cross section, and the hollow arrows indicate the flow of lubricating oil that appears in the cross section. The engine 12 of the present embodiment is used not only for lubricating the sliding portion of the engine 12 but also for lowering the temperature of the inner wall surface of the cylinder bore 50a.
於曲軸箱20中,形成有用以將自機油泵32所泵送之潤滑機油供給至曲柄軸30之流路、及用以將自機油泵32所泵送之潤滑機油供給至汽缸體21之流路。又,如圖3所示,於曲軸箱20中,形成有用以將自機油泵32所泵送之潤滑機油朝向活塞33之背面(後表面)噴射之噴射口(機油噴射孔)20c。又,供給至曲柄軸30之潤滑機油係自形成於連桿34之噴射口(未圖示)朝向活塞33及汽缸孔50a之內壁面等進行噴射。供給至活塞33、汽缸孔50a之內壁面及曲柄軸30之潤滑機油因其自重而流下返回至機油盤20a。再者,於凹部61幾乎未附著潤滑機油。 In the crankcase 20, a flow path for supplying the lubricating oil pumped from the oil pump 32 to the crankshaft 30 and a flow for supplying the lubricating oil pumped from the oil pump 32 to the cylinder block 21 are formed. road. Further, as shown in FIG. 3, an injection port (oil injection hole) 20c for injecting the lubricating oil pumped from the oil pump 32 toward the back surface (rear surface) of the piston 33 is formed in the crankcase 20. Further, the lubricating oil supplied to the crankshaft 30 is ejected from the injection port (not shown) formed in the link 34 toward the inner wall surface of the piston 33 and the cylinder hole 50a. The lubricating oil supplied to the piston 33, the inner wall surface of the cylinder bore 50a, and the crankshaft 30 flows down to return to the oil pan 20a due to its own weight. Further, lubricating oil is hardly adhered to the concave portion 61.
又,於汽缸部50之後表面,形成有用以將自曲軸箱20輸送而至之潤滑機油分別自後方供給至螺栓孔51a與雙頭螺栓35之間隙、及螺栓孔52a與雙頭螺栓35之間隙之槽部(未圖示)。 Further, on the rear surface of the cylinder portion 50, a lubricating oil that is supplied from the crankcase 20 is supplied from the rear to the gap between the bolt hole 51a and the stud bolt 35, and the gap between the bolt hole 52a and the stud bolt 35 is formed. Groove (not shown).
自後方流入至螺栓孔51a與雙頭螺栓35之間隙之潤滑機油係流入至形成於汽缸頭22之螺栓孔(未圖示)與雙頭螺栓35之間隙。於汽缸頭22之螺栓孔,連接有用以將潤滑機油供給至閥38、39與閥動機構40之複數個分支路徑(未圖示)。供給至閥38、39及閥動機構40之潤滑機油於排出至鏈條室55之後,因潤滑機油之自重而流下返回至機油盤 20a。 The lubricating oil that has flowed into the gap between the bolt hole 51a and the stud bolt 35 from the rear flows into the gap between the bolt hole (not shown) formed in the cylinder head 22 and the stud bolt 35. A plurality of branch paths (not shown) for supplying lubricating oil to the valves 38, 39 and the valve mechanism 40 are connected to the bolt holes of the cylinder head 22. After the lubricating oil supplied to the valves 38, 39 and the valve mechanism 40 is discharged to the chain chamber 55, it flows down to the oil pan due to the self-weight of the lubricating oil. 20a.
自後方流入至螺栓孔52a與雙頭螺栓35之間隙之潤滑機油係經由連通部50c流入至機油套50b。該潤滑機油係於沿著機油套50b圓周方向地流動之後,經由連通部50d排出至鏈條室55。排出至鏈條室55之潤滑機油因其自重而流下返回至機油盤20a。機油套50b中進行流動之潤滑機油之溫度為例如80~90℃左右。機油套50b中進行流動之潤滑機油奪取汽缸體21之熱。 The lubricating oil that has flowed into the gap between the bolt hole 52a and the stud bolt 35 from the rear flows into the oil jacket 50b via the communication portion 50c. This lubricating oil is discharged to the chain chamber 55 via the communicating portion 50d after flowing in the circumferential direction of the oil jacket 50b. The lubricating oil discharged to the chain chamber 55 flows down to return to the oil pan 20a due to its own weight. The temperature of the lubricating oil flowing in the oil jacket 50b is, for example, about 80 to 90 °C. The lubricating oil flowing in the oil jacket 50b takes heat from the cylinder block 21.
引擎12係依序地重複實施進氣衝程、壓縮衝程、燃燒衝程、及排氣衝程。燃燒衝程中產生於燃燒室26中之燃燒氣體係於排氣衝程中自排氣通道63排出。因而,藉由燃燒氣體而將汽缸孔50a之內壁面上之汽缸頭22側之部分、汽缸頭22之凹部61、排氣通道63之內壁面加熱。汽缸部50中之與排氣通道63排列於汽缸軸線方向(A1方向)之部分(即,排氣通道63之後方之部分)因自汽缸孔50a之內壁面傳遞之熱、及自排氣通道63傳遞之熱之兩者而被加熱。 The engine 12 sequentially repeats the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke. The combustion gas system produced in the combustion chamber 26 during the combustion stroke is exhausted from the exhaust passage 63 during the exhaust stroke. Therefore, the portion on the inner wall surface of the cylinder bore 50a on the cylinder head 22 side, the recessed portion 61 of the cylinder head 22, and the inner wall surface of the exhaust passage 63 are heated by the combustion gas. The portion of the cylinder portion 50 that is aligned with the exhaust passage 63 in the cylinder axis direction (A1 direction) (i.e., the portion behind the exhaust passage 63) is heated by the inner wall surface of the cylinder bore 50a, and the self-venting passage. 63 is heated by both of them.
圖6所示之實施例1之曲線圖係表示本實施形態之引擎12之汽缸孔50a之內壁面之圓周方向位置與溫度之關係。圖6之曲線圖之橫軸係表示自圖4所示之汽缸軸線C1之正上方之位置P1起圖4中之順時針方向之角度,縱軸係表示該角度位置處之汽缸孔50a之內壁面之溫度。再者,所謂汽缸孔50a之內壁面之溫度具體而言係指與汽缸孔50a之內壁面相距1.5mm徑向外側之位置之溫度。又,圖6所示之比較例1之曲線圖係表示未設置機油套且其他構成與本實施形態之引擎12大致相同之情形時之結果。又,圖6所示之比較例2之曲線圖係表示將本實施形態之機油套之圓周方向範圍變更為汽缸部50之大致整周,且其他構成與本實施形態之引擎12大致相同之情形時之結果。 The graph of the first embodiment shown in Fig. 6 shows the relationship between the circumferential position of the inner wall surface of the cylinder bore 50a of the engine 12 of the present embodiment and the temperature. The horizontal axis of the graph of Fig. 6 indicates the clockwise direction in Fig. 4 from the position P1 directly above the cylinder axis C1 shown in Fig. 4, and the vertical axis indicates the inside of the cylinder hole 50a at the angular position. The temperature of the wall. In addition, the temperature of the inner wall surface of the cylinder hole 50a specifically refers to a temperature at a position radially outward of 1.5 mm from the inner wall surface of the cylinder hole 50a. Further, the graph of Comparative Example 1 shown in Fig. 6 shows the result when the oil jacket is not provided and the other configuration is substantially the same as that of the engine 12 of the present embodiment. Further, the graph of Comparative Example 2 shown in Fig. 6 shows that the circumferential direction range of the oil jacket of the present embodiment is changed to substantially the entire circumference of the cylinder portion 50, and the other configuration is substantially the same as that of the engine 12 of the present embodiment. The result of the time.
於未設置機油套之比較例1中,汽缸孔50a之內壁面僅被來自鰭片部54之散熱奪取熱。因而,如圖6所示,汽缸孔50a之內壁面上之外周 側未設置鰭片部54之鏈條室55側之部分(自位置P1起之角度為90°之部分附近)成為高溫。又,排氣通道63側之部分(自位置P1起之角度為180°之部分附近)因雖於該外周側未設置鰭片部54,但自燃燒氣體所傳遞之熱量最多,故與鏈條室55側之部分同樣地成為高溫。 In Comparative Example 1 in which the oil jacket was not provided, the inner wall surface of the cylinder hole 50a was only taken up by the heat radiation from the fin portion 54. Therefore, as shown in FIG. 6, the outer circumference of the inner wall surface of the cylinder hole 50a The portion on the side of the chain chamber 55 where the fin portion 54 is not provided on the side (the vicinity of the portion at an angle of 90 from the position P1) becomes a high temperature. Further, the portion on the side of the exhaust passage 63 (near the portion at an angle of 180° from the position P1) is not provided with the fin portion 54 on the outer peripheral side, but the heat transferred from the combustion gas is the most, so the chain chamber is The portion on the 55 side also becomes a high temperature.
如圖6所示,於整周地設置機油套之比較例2中,汽缸孔50a之內壁面上之於外周側未設置鰭片部54之鏈條室55側之部分係與完全未設置機油套之比較例1相比,溫度更降低。又,藉由整周地設置機油套,而於排氣通道63側之部分、進氣通道62側之部分、及與鏈條室55為相反側之部分,利用機油套將汽缸孔50a之內壁面與鰭片部54之間之徑向之熱傳遞阻斷。作為容易達到高溫之部分之排氣通道63側之部分因藉由機油套之溫度降低效果高於藉由鰭片部54之溫度降低效果,故可藉由設置機油套50b,而相較未設置機油套之比較例1,使溫度更降低。另一方面,進氣通道62側之部分及與鏈條室55為相反側之部分因原本之溫度較低,故藉由機油套之溫度降低效果低於藉由鰭片部54之溫度降低效果,因此,藉由設置機油套而導致溫度變得高於未設置機油套之比較例1。故而,於比較例2中,汽缸孔50a之內壁面之溫度於圓周方向上被均一化。 As shown in Fig. 6, in Comparative Example 2 in which the oil jacket is provided over the entire circumference, the portion on the inner wall surface of the cylinder hole 50a on the side of the chain chamber 55 where the fin portion 54 is not provided on the outer peripheral side is not provided with the oil jacket at all. Compared with Comparative Example 1, the temperature was further lowered. Further, by providing the oil jacket over the entire circumference, the portion on the side of the exhaust passage 63, the portion on the side of the intake passage 62, and the portion on the opposite side to the chain chamber 55, the inner wall surface of the cylinder bore 50a is made of the oil jacket. The radial heat transfer between the fin portions 54 is blocked. The portion on the side of the exhaust passage 63 which is a portion which easily reaches a high temperature is higher in temperature lowering effect by the oil jacket than the temperature lowering effect by the fin portion 54, so that the oil jacket 50b can be set as compared with the unset In Comparative Example 1 of the oil jacket, the temperature was further lowered. On the other hand, the portion on the side of the intake passage 62 and the portion on the opposite side to the chain chamber 55 are lower in temperature, so that the temperature lowering effect by the oil jacket is lower than the temperature lowering effect by the fin portion 54, Therefore, the temperature became higher than that of Comparative Example 1 in which the oil jacket was not provided by setting the oil jacket. Therefore, in Comparative Example 2, the temperature of the inner wall surface of the cylinder bore 50a was uniformized in the circumferential direction.
與此相對,於實施例1(本實施形態)中,將機油套50b未設置於進氣通道62側之部分及與鏈條室55為相反側之部分,而設置於排氣通道63側之部分及鏈條室55側之部分。因而,因與整周地設置機油套之比較例2相同之原因,汽缸孔50a之內壁面上之鏈條室55側之部分及排氣通道63側之部分可使溫度相較完全未設置機油套之比較例1更降低。又,因於進氣通道62側之部分及與鏈條室55為相反側之部分未使用潤滑機油,因此,可將此部分之潤滑機油用於排氣通道63側之部分及鏈條室55側之部分。其結果,可使排氣通道63側之部分及鏈條室55側之部分之溫度相較整周地設置機油套之比較例2更降低。 On the other hand, in the first embodiment (the present embodiment), the oil jacket 50b is not provided on the side of the intake passage 62 side and the portion opposite to the chain chamber 55, and is provided on the side of the exhaust passage 63 side. And the part of the side of the chain chamber 55. Therefore, for the same reason as in Comparative Example 2 in which the oil jacket is provided over the entire circumference, the portion on the inner wall surface of the cylinder bore 50a on the side of the chain chamber 55 and the portion on the side of the exhaust passage 63 can make the temperature set to be completely smaller than the oil jacket. Comparative Example 1 was further reduced. Further, since the lubricating oil is not used for the portion on the side of the intake passage 62 and the portion opposite to the chain chamber 55, the lubricating oil of this portion can be used for the portion on the side of the exhaust passage 63 and the side of the chain chamber 55. section. As a result, the temperature of the portion on the side of the exhaust passage 63 and the portion on the side of the chain chamber 55 can be made lower than that of Comparative Example 2 in which the oil jacket is provided over the entire circumference.
又,進氣通道62側之部分及與鏈條室55為相反側之部分係如上所述,藉由機油套之溫度降低效果低於藉由鰭片部54之溫度降低效果,因此,可藉由於該部分不設置機油套50b,而使溫度相較整周地設置機油套之比較例2更降低。又,因可使排氣通道63側之部分及鏈條室55側之部分之溫度相較比較例1更降低,故可於進氣通道62側之部分及與鏈條室55為相反側之部分之部分,降低自排氣通道63側之部分及鏈條室55側之部分所傳遞之熱量。因而,可使進氣通道62側之部分及與鏈條室55為相反側之部分之溫度相較完全未設置機油套之比較例1更降低。 Further, the portion on the side of the intake passage 62 and the portion on the opposite side to the chain chamber 55 are as described above, and the temperature lowering effect by the oil jacket is lower than the temperature lowering effect by the fin portion 54, and therefore, This portion is not provided with the oil jacket 50b, and the temperature is lowered more than Comparative Example 2 in which the oil jacket is disposed over the entire circumference. Further, since the temperature of the portion on the side of the exhaust passage 63 and the portion on the side of the chain chamber 55 can be lowered as compared with Comparative Example 1, the portion on the side of the intake passage 62 and the portion on the opposite side to the chain chamber 55 can be In part, the amount of heat transferred from the portion on the side of the exhaust passage 63 and the portion on the side of the chain chamber 55 is reduced. Therefore, the temperature of the portion on the side of the intake passage 62 and the portion on the opposite side to the chain chamber 55 can be made lower than that of Comparative Example 1 in which the oil jacket is not provided at all.
汽缸孔50a之內壁面之溫度越高,則於內壁面,潤滑機油越容易進行蒸發,因此,潤滑機油之消耗量變多。圖16之曲線圖係證實汽缸孔之內壁面之溫度越高,則潤滑機油之消耗量變得越多之曲線圖。該曲線圖係表示使用複數種之引擎於試驗台上測定所得之結果、及其近似曲線。曲線圖中之曲線c係使用本實施施形態之引擎12測定所得之結果。曲線圖中之曲線a係於遍及汽缸體之整周地形成水套且不具有風扇之水冷式之引擎中測定所得之結果。曲線圖中之曲線d係於遍及汽缸體之整周地形成機油套且不具有風扇之油冷式之引擎中測定所得之結果。曲線圖中之曲線b與曲線e係於汽缸體中未形成機油套或水套之強制氣冷式之引擎中測定所得之結果。曲線b與曲線e中,風扇(31)之構成(例如葉片之片數)不同,因此,藉由風扇(31)而產生之空氣量不同。曲線c與曲線e之風扇31之風量相同。故而,曲線c與曲線e中使用之引擎之不同僅為機油套50b之有無。 The higher the temperature of the inner wall surface of the cylinder bore 50a, the easier it is to lubricate the lubricating oil on the inner wall surface, so that the amount of lubricating oil consumed is increased. The graph of Fig. 16 is a graph showing that the higher the temperature of the inner wall surface of the cylinder bore, the more the lubricating oil consumption becomes. The graph shows the results obtained by using a plurality of engines on a test bench and their approximate curves. The curve c in the graph is the result of measurement using the engine 12 of the present embodiment. The curve a in the graph is the result of measurement in a water-cooled engine that forms a water jacket over the entire circumference of the cylinder block and does not have a fan. The curve d in the graph is the result of measurement in an oil-cooled engine that forms an oil jacket over the entire circumference of the cylinder block and does not have a fan. The curve b and the curve e in the graph are measured in a forced air-cooled engine in which no oil jacket or water jacket is formed in the cylinder block. In the curve b and the curve e, the configuration of the fan (31) (for example, the number of blades) is different, and therefore, the amount of air generated by the fan (31) is different. The curve c has the same air volume as the fan 31 of the curve e. Therefore, the difference between the curve c and the engine used in the curve e is only the presence or absence of the oil jacket 50b.
圖16之曲線圖之曲線a~e係以特定之運轉條件,將引擎運轉特定時間測定所得之結果。潤滑機油之消耗量係藉由比較試驗運轉之前後之引擎內之潤滑機油之重量而測定。圖16之縱軸係表示每一單位時間之潤滑機油之消耗量。又,圖16之橫軸係表示引擎之運轉中之汽缸孔 之內壁面之溫度,詳細而言,表示與內壁面相距1.5mm徑向外側之位置之溫度。更詳細而言,表示於圓周方向上達到最高溫之排氣通道(63)及鏈條室(55)之附近之溫度。試驗運轉時之潤滑機油之溫度為125±5℃。又,因試驗台之試驗之故,故並不存在因行駛造成之空氣流及自然風。 The curves a to e of the graph of Fig. 16 are the results obtained by measuring the engine operation for a specific time under specific operating conditions. The consumption of lubricating oil is determined by comparing the weight of the lubricating oil in the engine before and after the test operation. The vertical axis of Fig. 16 indicates the consumption of lubricating oil per unit time. Moreover, the horizontal axis of Fig. 16 indicates the cylinder hole in the operation of the engine. The temperature of the inner wall surface, in detail, indicates the temperature at a position radially outward of the inner wall surface by 1.5 mm. More specifically, the temperature in the vicinity of the exhaust passage (63) and the chain chamber (55) which reach the highest temperature in the circumferential direction is shown. The temperature of the lubricating oil during the test operation was 125 ± 5 °C. Moreover, due to the test of the test bench, there is no air flow and natural wind caused by the running.
又,上述所謂特定之運轉條件係引擎以高負荷運轉,且混合氣體之空燃比成為理論空燃比(過量空氣比λ=1時)之條件。此處之所謂高負荷係指引擎旋轉速度及節流閥之開度(以下,稱為節流閥開度)滿足以下之條件。高負荷下之引擎旋轉速度係包含於將引擎旋轉速度之整個區域均等地分為3個區域(低速區域、中速區域、高速區域)時之中速區域或高速區域。高負荷下之節流閥開度係包含於將節流閥開度之整個區域均等地分為3個區域(小開度區域、中開度區域、大開度區域)時之中開度區域或大開度區域。又,運轉條件中包含過量空氣比λ=1係源自以下之2個原因。若燃料噴射量較多,過量空氣比λ低於1,則因伴隨過量燃料蒸發之冷卻之不均而導致汽缸孔之內壁面之溫度之再現性變差。於過量空氣比λ=1時,引擎負荷與汽缸孔之內壁面之溫度處於明確之比例關係中,資料之再現性較高。此情況為第1個原因。又,若過量空氣比λ低於1,則被噴射之燃料之一部分未燃燒而儲存於汽缸孔內。因該未燃燃料與潤滑機油混合,故變得無法正確地測定引擎內之潤滑機油之重量。此情況為第2個原因。 Further, the above-described specific operating conditions are such that the engine is operated at a high load, and the air-fuel ratio of the mixed gas becomes a theoretical air-fuel ratio (when the excess air ratio λ = 1). Here, the high load means that the engine rotation speed and the opening degree of the throttle valve (hereinafter referred to as the throttle opening degree) satisfy the following conditions. The engine rotation speed under high load is included in the medium speed zone or the high speed zone when the entire area of the engine rotation speed is equally divided into three regions (a low speed region, a medium speed region, and a high speed region). The throttle opening degree under high load is included in the opening area in which the entire area of the throttle opening degree is equally divided into three areas (small opening degree area, medium opening degree area, and large opening degree area) or Large opening area. Further, the operating condition includes the excess air ratio λ=1 derived from the following two reasons. If the amount of fuel injection is large and the excess air ratio λ is less than 1, the reproducibility of the temperature of the inner wall surface of the cylinder bore is deteriorated due to uneven cooling accompanying excessive fuel evaporation. When the excess air ratio λ=1, the engine load is in a clear proportional relationship with the temperature of the inner wall surface of the cylinder bore, and the reproducibility of the data is high. This is the first reason. Further, if the excess air ratio λ is lower than 1, a part of the injected fuel is not burned and is stored in the cylinder bore. Since the unburned fuel is mixed with the lubricating oil, it becomes impossible to accurately measure the weight of the lubricating oil in the engine. This is the second reason.
如根據圖6之實施例1與比較例1、及圖16之曲線c、e所明確,本實施形態之引擎12(實施例1、曲線c)係與未設置機油套50b之情形(比較例1、曲線e)相比,汽缸孔之內壁面之溫度更低。故而,本實施形態之引擎12與未設置機油套50b之情形相比,可更抑制汽缸孔之內壁面上之潤滑機油之蒸發。因而,如圖16所示,實施形態之引擎12(曲線c)與未設置機油套50b之情形(曲線e)相比,可更降低潤滑機油之消 耗量。 As is clear from the first embodiment and the comparative example 1 of FIG. 6 and the curves c and e of FIG. 16, the engine 12 (the first embodiment and the curved line c) of the present embodiment is different from the case where the oil jacket 50b is not provided (comparative example). 1. Compared with curve e), the temperature of the inner wall surface of the cylinder bore is lower. Therefore, the engine 12 of the present embodiment can suppress the evaporation of the lubricating oil on the inner wall surface of the cylinder bore more than the case where the oil jacket 50b is not provided. Therefore, as shown in FIG. 16, the engine 12 (curve c) of the embodiment can reduce the lubrication oil consumption more than the case where the oil jacket 50b is not provided (curve e). Consumption.
換言之,根據圖16之結果,實施形態之引擎12(曲線c)係與未設置機油套50b之情形(曲線e)相比,汽缸孔之內壁面之溫度更低,且潤滑機油之消耗量更少。據此,實施形態之引擎12與未設置機油套50b之情形相比,汽缸孔之內壁面上之潤滑機油之蒸發可謂更少。再者,潤滑機油之消耗量若為於使引擎以上述之特定之運轉條件進行運轉之前後測定所得之值,則該測定方法之詳細情況並無特別限定。 In other words, according to the result of Fig. 16, the engine 12 (curve c) of the embodiment is lower in temperature of the inner wall surface of the cylinder bore than the case where the oil jacket 50b is not provided (curve e), and the lubricating oil consumption is more less. Accordingly, the engine 12 of the embodiment has less evaporation of lubricating oil on the inner wall surface of the cylinder bore than in the case where the oil jacket 50b is not provided. In addition, the details of the measurement method are not particularly limited as long as the consumption of the lubricating oil is a value measured after the engine is operated under the specific operating conditions described above.
再者,於本實施形態中,鰭片部54與機油套50b係相當於本發明之機油蒸發抑制部。 Further, in the present embodiment, the fin portion 54 and the oil jacket 50b correspond to the oil evaporation suppressing portion of the present invention.
以上所說明之本實施形態之引擎12具有以下之特徵。 The engine 12 of the present embodiment described above has the following features.
本實施形態之引擎12具有機油蒸發抑制部,該機油蒸發抑制部具有:鰭片部54;及機油套50b,其係形成於相較該鰭片部54之圓周方向範圍更小之圓周方向範圍,且於內部潤滑機油以充滿狀態流動。機油蒸發抑制部係藉由於汽缸體21設置鰭片部54與機油套50b之技術思想、及使機油套50b之圓周方向範圍形成為小於鰭片部54之圓周方向範圍之技術思想而成立。 The engine 12 of the present embodiment includes an oil evaporation suppressing portion having a fin portion 54 and an oil jacket 50b formed in a circumferential range smaller than a circumferential direction of the fin portion 54. And the internal lubricating oil flows in a full state. The oil evaporation suppressing portion is established by the technical idea that the fin portion 54 and the oil jacket 50b are provided in the cylinder block 21, and the circumferential direction range of the oil jacket 50b is formed to be smaller than the circumferential direction of the fin portion 54.
汽缸孔50a之內壁面之溫度係於圓周方向上容易產生不均。可藉由於汽缸孔50a之內壁面之溫度容易達到高溫之圓周方向一部分設置機油套50b,而與於該圓周方向一部分僅設置鰭片部且未設置機油套之情形(比較例1)相比,使汽缸孔之內壁面上之該圓周方向一部分之溫度更降低。 The temperature of the inner wall surface of the cylinder hole 50a is likely to be uneven in the circumferential direction. The oil jacket 50b may be provided in a part of the circumferential direction in which the temperature of the inner wall surface of the cylinder hole 50a easily reaches a high temperature, and compared with the case where only the fin portion is provided in the circumferential direction and the oil jacket is not provided (Comparative Example 1). The temperature of a part of the circumferential direction on the inner wall surface of the cylinder bore is further lowered.
又,機油套50b係設置於相較鰭片部54之圓周方向範圍更小之圓周方向範圍。因而,可設為於汽缸孔50a之內壁面之溫度容易達到高溫之圓周方向一部分設置機油套50b,且於溫度容易相對變低之部分不設置機油套50b之構成。藉此,與將機油套設置於汽缸體之整周之情形(比較例2)相比,可使汽缸孔50a之內壁面之圓周方向整個區域之 溫度降低,並且可使汽缸孔50a之內壁面上之容易達到高溫之圓周方向一部分之溫度進一步降低。 Further, the oil jacket 50b is provided in a circumferential direction range smaller than the circumferential direction of the fin portion 54. Therefore, the oil jacket 50b may be provided in a part of the circumferential direction in which the temperature of the inner wall surface of the cylinder bore 50a is easily high, and the oil jacket 50b may not be provided in a portion where the temperature is relatively low. Thereby, compared with the case where the oil jacket is placed over the entire circumference of the cylinder block (Comparative Example 2), the entire circumference of the inner wall surface of the cylinder bore 50a can be made. The temperature is lowered, and the temperature in the circumferential direction of the inner wall surface of the cylinder bore 50a which is easily attained to a high temperature is further lowered.
又,先前,存在有僅於汽缸頭設置機油套之氣冷式引擎。於本實施形態中,因於汽缸體21設置機油套50b,故與該先前之氣冷式引擎相比,可於接近汽缸孔50a之位置設置機油套50b。因而,可使汽缸孔50a之內壁面之溫度有效地降低。 Further, previously, there was an air-cooled engine in which an oil jacket was provided only on the cylinder head. In the present embodiment, since the oil jacket 50b is provided in the cylinder block 21, the oil jacket 50b can be provided at a position close to the cylinder bore 50a as compared with the conventional air-cooled engine. Therefore, the temperature of the inner wall surface of the cylinder bore 50a can be effectively lowered.
如上所述,本實施形態之引擎12係具備藉由於汽缸體21設置鰭片部54與機油套50b之技術思想、及將機油套50b之圓周方向範圍形成為小於鰭片部54之圓周方向範圍之技術思想而成立之機油蒸發抑制部,藉此,可使汽缸孔50a之內壁面之圓周方向整個區域之溫度降低,並且可使內壁面上之容易達到高溫之圓周方向一部分之溫度進一步降低。因而,可抑制附著於汽缸孔50a之內壁面之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 As described above, the engine 12 of the present embodiment includes the technical idea of providing the fin portion 54 and the oil jacket 50b by the cylinder block 21, and the circumferential direction range of the oil jacket 50b is formed to be smaller than the circumferential direction range of the fin portion 54. The oil evaporation suppressing portion formed by the technical idea can reduce the temperature of the entire inner circumferential surface of the cylinder bore 50a in the circumferential direction, and further reduce the temperature of a part of the inner wall surface which is likely to reach a high temperature in the circumferential direction. Therefore, evaporation of the lubricating oil adhering to the inner wall surface of the cylinder bore 50a can be suppressed, and the consumption of the lubricating oil can be further reduced.
又,由於為降低汽缸孔50a之內壁面之溫度而利用引擎原本具備之潤滑機油,故與水冷式引擎相比,可抑制製造成本之增加。 Moreover, since the lubricating oil originally provided by the engine is used to reduce the temperature of the inner wall surface of the cylinder hole 50a, the increase in manufacturing cost can be suppressed as compared with the water-cooled engine.
故而,本實施形態之引擎12可一邊抑制製造成本之增加,一邊降低潤滑機油之消耗量。 Therefore, the engine 12 of the present embodiment can reduce the consumption of lubricating oil while suppressing an increase in manufacturing cost.
又,可藉由將機油套50b僅設置於汽缸體21之圓周方向一部分,而與將機油套設置於汽缸體之整周之情形相比,更抑制製造成本。其原因在於:若將機油套設置於汽缸體之整周,則例如為確保汽缸體之強度或確保機油之流路,而導致引擎之結構變得複雜,或機油泵變得大型化。 Further, by providing the oil jacket 50b only in a part of the circumferential direction of the cylinder block 21, the manufacturing cost can be further suppressed as compared with the case where the oil jacket is placed over the entire circumference of the cylinder block. This is because if the oil jacket is placed over the entire circumference of the cylinder block, for example, the strength of the cylinder block or the flow path of the oil is ensured, and the structure of the engine is complicated, or the oil pump is increased in size.
又,燃燒室26內蒸發之潤滑機油係與燃燒氣體一同地經由排氣通道63排出至排氣管16。流入至排氣管16中之潤滑機油將配置於排氣管16之中途之三元觸媒(未圖示)毒化。本實施形態係可藉由抑制附著於汽缸孔50a之內壁面之潤滑機油之蒸發而抑制三元觸媒之毒化。 Further, the lubricating oil that has evaporated in the combustion chamber 26 is discharged to the exhaust pipe 16 via the exhaust passage 63 together with the combustion gas. The lubricating oil that has flowed into the exhaust pipe 16 poisons the three-way catalyst (not shown) disposed in the middle of the exhaust pipe 16. In the present embodiment, the poisoning of the three-way catalyst can be suppressed by suppressing evaporation of the lubricating oil adhering to the inner wall surface of the cylinder bore 50a.
又,汽缸孔50a之內壁面係接近汽缸頭22之位置容易達到相對高溫。於本實施形態中,將機油套50b相較活塞33之上死點與下死點之中間位置設置於汽缸頭22側。因而,可進一步降低汽缸孔50a之內壁面上之容易達到高溫之部分之溫度。故而,可進一步抑制汽缸孔50a之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 Further, the position of the inner wall surface of the cylinder bore 50a close to the cylinder head 22 is likely to reach a relatively high temperature. In the present embodiment, the oil jacket 50b is disposed on the cylinder head 22 side in comparison with the intermediate position between the top dead center and the bottom dead center of the piston 33. Therefore, the temperature of the portion of the inner wall surface of the cylinder bore 50a which is easily at a high temperature can be further reduced. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore 50a can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
又,機油套50b係設置於在圓周方向上相較進氣通道62更接近排氣通道63之位置,故可使汽缸孔50a之內壁面上之容易達到高溫之部位之溫度有效地降低。因此,可進一步抑制汽缸孔50a之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 Further, since the oil jacket 50b is disposed closer to the exhaust passage 63 than the intake passage 62 in the circumferential direction, the temperature of the portion on the inner wall surface of the cylinder bore 50a which is easily at a high temperature can be effectively lowered. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore 50a can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
又,機油套50b係設置於相對於汽缸軸線C1而言與護罩24之空氣流入口24a之相反側。即,即便設置鰭片部54,亦於汽缸孔50a之內壁面之溫度降低效果較低之部位,設置機油套50b。因而,可藉由機油套50b與鰭片部54而高效率地降低汽缸孔50a之內壁面整體之溫度。故而,可進一步抑制汽缸孔50a之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 Further, the oil jacket 50b is disposed on the opposite side of the air inlet 24a of the shroud 24 with respect to the cylinder axis C1. That is, even if the fin portion 54 is provided, the oil jacket 50b is provided at a portion where the temperature lowering effect of the inner wall surface of the cylinder hole 50a is low. Therefore, the temperature of the entire inner wall surface of the cylinder bore 50a can be efficiently reduced by the oil jacket 50b and the fin portion 54. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore 50a can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
先前之引擎係使用黏度較高之潤滑機油。具體而言,使用SAE黏度分類下之低溫黏度等級為20W或高於20W之潤滑機油。潤滑機油之黏度越高,則潤滑機油之蒸發溫度越高,從而越不易蒸發。因而,先前之引擎並不存在因潤滑機油之蒸發導致潤滑機油消耗之問題。 Previous engines used lubricating oils with higher viscosity. Specifically, a lubricating oil having a low-temperature viscosity rating of 20 W or higher than that of 20 W under SAE viscosity classification is used. The higher the viscosity of the lubricating oil, the higher the evaporation temperature of the lubricating oil and the less likely it is to evaporate. Therefore, the previous engine does not have the problem of lubricating oil consumption due to evaporation of lubricating oil.
然而,近年來,因燃費提昇,而於引擎中使用黏度較低之潤滑機油。藉此,潤滑機油變得容易蒸發,從而產生潤滑機油之消耗量變多之問題。 However, in recent years, lubricating oil having a lower viscosity has been used in the engine due to an increase in fuel consumption. Thereby, the lubricating oil becomes easy to evaporate, which causes a problem that the consumption of the lubricating oil increases.
本實施形態之引擎12係具備抑制汽缸孔50a之內壁面上之潤滑機油之蒸發之機油蒸發抑制部(機油套50b與鰭片部54)。因而,作為潤滑機油,即便使用SAE黏度分類下之低溫黏度等級低於20W之潤滑機 油,亦可抑制汽缸孔50a之內壁面上之潤滑機油之蒸發。 The engine 12 of the present embodiment includes an oil evaporation suppressing portion (the oil jacket 50b and the fin portion 54) that suppresses evaporation of lubricating oil on the inner wall surface of the cylinder bore 50a. Therefore, as a lubricating oil, even if the SAE viscosity classification is used, the low temperature viscosity grade is lower than 20W. The oil can also suppress evaporation of lubricating oil on the inner wall surface of the cylinder bore 50a.
又,潤滑機油之黏度越低,則機油套50b中流動之潤滑機油之每一單位時間之流量變得越多,從而可進一步降低汽缸孔50a之內壁面之溫度。故而,可藉由潤滑機油之低溫黏度等級低於20W,而進一步提昇機油蒸發抑制部對於汽缸孔50a之內壁面上之潤滑機油之蒸發進行抑制之效果。 Further, the lower the viscosity of the lubricating oil, the more the flow rate per unit time of the lubricating oil flowing in the oil jacket 50b becomes, so that the temperature of the inner wall surface of the cylinder hole 50a can be further lowered. Therefore, the effect of suppressing the evaporation of the lubricating oil on the inner wall surface of the cylinder bore 50a by the oil evaporation suppressing portion can be further enhanced by lowering the low-temperature viscosity level of the lubricating oil to less than 20 W.
<第2實施形態> <Second embodiment>
繼而,對本發明之第2實施形態進行說明。但,對於具有與上述第1實施形態相同之構成者,採用相同符號而適當地省略其說明。本實施形態係於圖7所示之機車201之引擎中適用本發明之氣冷式單缸引擎之一例。以下之說明中使用之前後方向及左右方向之定義係與第1實施形態相同。 Next, a second embodiment of the present invention will be described. It is to be noted that the same components as those in the first embodiment are denoted by the same reference numerals, and their description will be appropriately omitted. This embodiment is an example of an air-cooled single-cylinder engine to which the present invention is applied to the engine of the locomotive 201 shown in Fig. 7 . The definitions of the front-rear direction and the left-right direction used in the following description are the same as those in the first embodiment.
[機車201之整體構成] [The overall composition of the locomotive 201]
如圖7所示,本實施形態之機車201係所謂之底樑型之機車。機車201具備前輪202、後輪203、及車體框架204。車體框架204係作為整體沿前後方向延伸之形態。 As shown in Fig. 7, the locomotive 201 of the present embodiment is a so-called bottom beam type locomotive. The locomotive 201 includes a front wheel 202, a rear wheel 203, and a vehicle body frame 204. The vehicle body frame 204 is in a form of extending as a whole in the front-rear direction.
車體框架204係於其前部具有頭管204a。於頭管204a,插入有轉向軸(未圖示)且使之可旋轉。轉向軸之上端部係連結於把手單元206。又,轉向軸之下端部係連結於一對前叉207。前叉207之下端部係支持前輪202。 The body frame 204 has a head pipe 204a at its front portion. A steering shaft (not shown) is inserted into the head pipe 204a and is rotatable. The upper end of the steering shaft is coupled to the handle unit 206. Further, the lower end portion of the steering shaft is coupled to the pair of front forks 207. The lower end of the front fork 207 supports the front wheel 202.
於車體框架204,支持一對擺臂216且使之可擺動。擺臂216之後端部係支持後輪203。於相較各擺臂216之擺動中心更後方之部位與車體框架204之間安裝有後懸吊系統214。 In the body frame 204, a pair of swing arms 216 are supported and made swingable. The rear end of the swing arm 216 supports the rear wheel 203. A rear suspension system 214 is mounted between the portion rearward of the swing center of each swing arm 216 and the body frame 204.
於車體框架204之上部,支持著座部208與燃料箱(未圖示)。又,於車體框架204,支持著將車體框架204等覆蓋之車體外殼210。燃料箱係配置於座部208之下方,且被座部208與車體外殼210所覆蓋。 The seat portion 208 and the fuel tank (not shown) are supported on the upper portion of the body frame 204. Further, the vehicle body frame 204 supports the vehicle body casing 210 that covers the vehicle body frame 204 and the like. The fuel tank is disposed below the seat portion 208 and covered by the seat portion 208 and the vehicle body casing 210.
車體框架204及車體外殼210係頭管204a與座部208之間之部分變低。藉此,於頭管204a與座部208之間且車體框架204之上方,形成空間。藉由該空間,騎乘者變得容易跨上車體。 The body frame 204 and the body casing 210 are partially lower between the head pipe 204a and the seat portion 208. Thereby, a space is formed between the head pipe 204a and the seat portion 208 and above the vehicle body frame 204. With this space, the rider becomes easy to ride over the body.
於車體框架204,裝載有引擎單元211。引擎單元211係配置於車體框架204之下方,且以懸吊之狀態由車體框架204支持。引擎單元211之前部係自左右兩側方被車體外殼210所覆蓋。於引擎單元211之左右兩側,配置有擱腳台209。左右之擱腳台209係隔著棒狀之構件,被引擎單元211之下表面支持。 The body frame 204 is loaded with an engine unit 211. The engine unit 211 is disposed below the vehicle body frame 204 and supported by the vehicle body frame 204 in a suspended state. The front portion of the engine unit 211 is covered by the vehicle body casing 210 from the left and right sides. On the left and right sides of the engine unit 211, a footrest 209 is disposed. The left and right footrests 209 are supported by the lower surface of the engine unit 211 via a rod-shaped member.
車體外殼210具有配置於車體框架204之前方之前外殼270、連結於前外殼270之後端之主體外殼271、配置於前輪202之上方及後方之前擋泥板272、及配置於後輪203之斜後上方之後擋泥板273。 The vehicle body casing 210 has a casing 270 disposed before the vehicle body frame 204, a main body casing 271 coupled to the rear end of the front casing 270, a fender 272 disposed above and behind the front wheel 202, and a rear fender 203. The fender 273 is inclined rearward and rearward.
前外殼270係包含配置於前擋泥板272之上方之前罩部270a、及配置於前罩部270a之下方之左右一對護腿板部270b。前罩部270a係自前方覆蓋頭管204a。 The front outer casing 270 includes a cover portion 270a disposed above the front fender 272 and a pair of right and left leg shield portions 270b disposed below the front cover portion 270a. The front cover portion 270a covers the head pipe 204a from the front.
護腿板部270b係自前罩部270a之下端延伸至斜後下方。護腿板部270b係配置於乘坐在座部208之騎乘者之腿之前方。如圖8所示,於一對護腿板部270b之間,形成有空間。護腿板部270b係相對於與左右方向垂直之面傾斜。於本實施形態中,一對護腿板部270b(尤其護腿板部270b之上部及下部)係以越朝向後方越於左右方向上分離之方式傾斜。 The leg shield portion 270b extends from the lower end of the front cover portion 270a to the oblique rear lower portion. The leg shield portion 270b is disposed in front of the rider's leg of the seat portion 208. As shown in Fig. 8, a space is formed between the pair of leg shield portions 270b. The leg shield portion 270b is inclined with respect to a plane perpendicular to the left-right direction. In the present embodiment, the pair of leg shield portions 270b (in particular, the upper portion and the lower portion of the leg shield portion 270b) are inclined so as to be separated toward the rear in the left-right direction.
主體外殼271之前側下部係自前後方向觀察形成為二叉狀。將該二叉形狀之前端部分設為護腿板部271a。主體外殼271之護腿板部271a係連結於前外殼270之護腿板部270b之下部。引擎單元211之前部之左右側面係被前外殼270之護腿板部270b之下部及主體外殼271之護腿板部271a所覆蓋。於以下之說明中,存在將前外殼270之護腿板部270b、連結於該護腿板部270b之主體外殼271之護腿板部271a合併而 成者稱作護腿板之情形。 The front lower portion of the main body casing 271 is formed in a bifurcated shape as viewed from the front-rear direction. The front end portion of the bifurcated shape is referred to as a leg shield portion 271a. The leg shield portion 271a of the main body casing 271 is coupled to the lower portion of the leg shield portion 270b of the front outer casing 270. The left and right sides of the front portion of the engine unit 211 are covered by the lower portion of the leg shield portion 270b of the front outer casing 270 and the leg shield portion 271a of the main body casing 271. In the following description, the leg shield portion 270b of the front outer casing 270 and the leg shield portion 271a of the main body casing 271 coupled to the leg shield portion 270b are combined. The situation is called the leg shield.
[引擎單元211之構成] [Composition of engine unit 211]
引擎單元211係自然氣冷式之引擎單元。又,引擎單元211係OHC(Over Head Camshaft)型之4衝程循環單缸引擎單元。引擎單元211係相當於本發明之氣冷式單缸引擎。 The engine unit 211 is a naturally air-cooled engine unit. Further, the engine unit 211 is an OHC (Over Head Camshaft) type 4-stroke cycle single-cylinder engine unit. The engine unit 211 corresponds to the air-cooled single-cylinder engine of the present invention.
如圖9所示,引擎單元211具備:曲軸箱220、安裝於曲軸箱220之前端部之汽缸體221、安裝於汽缸體221之前端部之汽缸頭222、及安裝於汽缸頭222之前端部之汽缸頭外殼223。再者,圖9係引擎單元211之俯視圖,且僅對汽缸體221表示剖面。 As shown in FIG. 9, the engine unit 211 includes a crankcase 220, a cylinder block 221 attached to the front end of the crankcase 220, a cylinder head 222 attached to the front end of the cylinder block 221, and a front end attached to the cylinder head 222. The cylinder head housing 223. 9 is a plan view of the engine unit 211, and only the cylinder block 221 is shown in cross section.
於曲軸箱220,收容有沿左右方向延伸之曲柄軸230。曲柄軸230係相對於曲軸箱220可旋轉地得到支持。又,於曲軸箱220,收容有與曲柄軸230之右端部連結之變速機構245。再者,圖9係僅變速機構245之構成零件之一部分以虛線表示。變速機構245所具有之驅動軸246之左端部係自曲軸箱220突出。於驅動軸246之左端部,設置有鏈輪247。於該鏈輪247與後輪203之鏈輪(未圖示),作為動力傳遞構件捲繞著鏈條248。又,於曲軸箱220,收容有安裝在曲柄軸230之左端部之飛輪式永磁發電機249。 The crankcase 220 houses a crank shaft 230 that extends in the left-right direction. The crankshaft 230 is rotatably supported relative to the crankcase 220. Further, a shifting mechanism 245 coupled to the right end portion of the crankshaft 230 is housed in the crankcase 220. Further, Fig. 9 shows that only a part of the components of the shifting mechanism 245 is indicated by a broken line. The left end portion of the drive shaft 246 of the shifting mechanism 245 protrudes from the crankcase 220. At the left end of the drive shaft 246, a sprocket 247 is provided. A chain 248 is wound around the sprocket 247 and the sprocket (not shown) of the rear wheel 203 as a power transmission member. Further, a flywheel type permanent magnet generator 249 attached to the left end portion of the crankshaft 230 is housed in the crankcase 220.
圖示雖已省略,但於曲軸箱220之下部,形成有貯存潤滑機油之機油盤。又,曲軸箱220係收容有吸取機油盤中所貯存之潤滑機油之機油泵(未圖示)。潤滑機油係由該機油泵進行泵送,且於引擎單元211內進行循環。 Although not shown in the drawings, an oil pan for storing lubricating oil is formed at a lower portion of the crankcase 220. Further, the crankcase 220 is an oil pump (not shown) that accommodates lubricating oil stored in the oil pan. The lubricating oil is pumped by the oil pump and circulated in the engine unit 211.
汽缸體221係連接於曲軸箱220之前端面。汽缸體221係鰭片部254之構成不同於第1實施形態之鰭片部54,且其他構成與第1實施形態之汽缸體21大致相同。汽缸軸線C2(汽缸孔50a之中心軸)沿,前後方向延伸。詳細而言,汽缸軸線C2係與第1實施形態同樣地,以汽缸部50之前端(汽缸頭222側之端部)相較後端(曲軸箱220側之端部)位於 更上方之方式,相對於前後方向若干地傾斜。於圖7中,汽缸軸線C2之相對於前後方向(水平方向)之傾斜角度約為10度,但為0度以上45度以下之範圍內即可。配置於汽缸部50之內側之活塞33等之構成係與第1實施形態相同。 The cylinder block 221 is coupled to the front end surface of the crankcase 220. The configuration of the cylinder block 221 fin portion 254 is different from that of the fin portion 54 of the first embodiment, and the other configuration is substantially the same as that of the cylinder block 21 of the first embodiment. The cylinder axis C2 (the central axis of the cylinder bore 50a) extends in the front-rear direction. Specifically, the cylinder axis C2 is located at the front end of the cylinder portion 50 (the end portion on the cylinder head 222 side) and the rear end (the end portion on the crankcase 220 side) as in the first embodiment. The way to the top is inclined slightly with respect to the front-rear direction. In FIG. 7, the inclination angle of the cylinder axis C2 with respect to the front-rear direction (horizontal direction) is about 10 degrees, but it is in the range of 0 degree or more and 45 degrees or less. The configuration of the piston 33 and the like disposed inside the cylinder portion 50 is the same as that of the first embodiment.
鰭片部254係形成於汽缸體221之外周部之圓周方向一部分。於以汽缸軸線C2為中心之圓周方向上,鰭片部254之形成範圍與第1實施形態之鰭片部54之形成範圍相同。即,鰭片部254係於圓周方向上,形成於除了汽缸體221之左表面(鏈條室形成部53之外表面)以外之部分。故而,於左右方向上,在汽缸軸線C2之左方,配置有鰭片部254之一部分,且在汽缸軸線C2之右方,配置有機油套50b之一部分。又,本實施形態之鰭片部254係於汽缸軸線C2之方向上,形成於汽缸體221之大致整個區域。於行駛中,藉由自前方流入至一對護腿板(270b與271a)之間之空氣與鰭片部254接觸,而使汽缸體221自鰭片部254進行散熱。 The fin portion 254 is formed in a part of the circumferential direction of the outer peripheral portion of the cylinder block 221. The formation range of the fin portion 254 in the circumferential direction around the cylinder axis C2 is the same as the formation range of the fin portion 54 of the first embodiment. That is, the fin portion 254 is formed in a portion other than the left surface of the cylinder block 221 (the outer surface of the chain chamber forming portion 53) in the circumferential direction. Therefore, in the left-right direction, one portion of the fin portion 254 is disposed to the left of the cylinder axis C2, and one portion of the organic oil jacket 50b is disposed to the right of the cylinder axis C2. Further, the fin portion 254 of the present embodiment is formed in a substantially entire region of the cylinder block 221 in the direction of the cylinder axis C2. During running, the air between the pair of leg shields (270b and 271a) from the front contacts the fin portion 254, and the cylinder block 221 dissipates heat from the fin portion 254.
汽缸頭222係介隔墊圈25,連接於汽缸體221之前端面。於汽缸頭222之後表面,形成有與汽缸孔50a一同地劃分燃燒室26之凹部61。於本實施形態之汽缸頭222之外表面,未設置汽缸頭鰭片部。汽缸頭222之前部係被汽缸頭外殼223所覆蓋。汽缸頭222與汽缸頭外殼223之內部之構成係與第1實施形態大致相同。 The cylinder head 222 is connected to the front end surface of the cylinder block 221 via a gasket 25. On the rear surface of the cylinder head 222, a recess 61 is formed which divides the combustion chamber 26 together with the cylinder bore 50a. The cylinder head fin portion is not provided on the outer surface of the cylinder head 222 of the present embodiment. The front portion of the cylinder head 222 is covered by the cylinder head housing 223. The configuration of the inside of the cylinder head 222 and the cylinder head casing 223 is substantially the same as that of the first embodiment.
本實施形態之引擎單元211係將自機油泵泵送之潤滑機油供給至變速機構245。除了該方面以外,引擎單元211中之潤滑機油之流動係與第1實施形態大致相同。於本實施形態中,鰭片部254與機油套50b相當於本發明之機油蒸發抑制部。 The engine unit 211 of the present embodiment supplies the lubricating oil pumped from the oil pump to the speed change mechanism 245. Except for this aspect, the flow of the lubricating oil in the engine unit 211 is substantially the same as that of the first embodiment. In the present embodiment, the fin portion 254 and the oil jacket 50b correspond to the oil evaporation suppressing portion of the present invention.
以上所說明之本實施形態之引擎單元211具備機油蒸發抑制部,該機油蒸發抑制部包含鰭片部254、及形成於相較該鰭片部254之圓周方向範圍更小之圓周方向範圍且於內部潤滑機油以充滿狀態流動之機 油套50b。因而,與第1實施形態之引擎12相同地,可一邊抑制製造成本,一邊抑制附著於汽缸孔50a之內壁面之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。其他方面而言,關於與第1實施形態相同之構成,可發揮第1實施形態中說明之效果。 The engine unit 211 of the present embodiment described above includes an oil evaporation suppressing portion including a fin portion 254 and a circumferential direction range smaller than a circumferential direction of the fin portion 254 and Internal lubricating oil flows in a full state Oil jacket 50b. Therefore, similarly to the engine 12 of the first embodiment, the evaporation of the lubricating oil adhering to the inner wall surface of the cylinder bore 50a can be suppressed while suppressing the manufacturing cost, and the consumption of the lubricating oil can be further reduced. In other respects, the same configuration as that of the first embodiment can exhibit the effects described in the first embodiment.
又,於本實施形態之引擎單元211中,將鰭片部254與機油套50b配置於汽缸軸線C2之左右方向(車輛寬度方向)之兩側且左右一對護腿板(270b與271a)之間。於假設將鰭片部254設置於汽缸軸線C2之左右兩側之情形時,鰭片部254與護腿板(270b與271a)之間隙變小。藉此,通過鰭片部254與護腿板(270b與271a)之間隙之空氣量減少,故導致藉由鰭片部254之汽缸孔50a之內壁面之溫度降低效果下降。與此相對,本實施形態係僅於汽缸軸線C2之右方設置鰭片部254,且於汽缸軸線C2之左方設置與護腿板(270b與271a)之間無需間隙之機油套50b。因而,可較大地確保鰭片部254與護腿板(270b與271a)之間隙,從而可提昇藉由鰭片部254之汽缸孔50a之內壁面之溫度降低效果。故而,可進一步抑制汽缸孔50a之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 Further, in the engine unit 211 of the present embodiment, the fin portion 254 and the oil jacket 50b are disposed between the right and left directions (vehicle width direction) of the cylinder axis C2 and between the pair of right and left leg shields (270b and 271a). . When the fin portions 254 are disposed on the left and right sides of the cylinder axis C2, the gap between the fin portions 254 and the leg shields (270b and 271a) becomes small. Thereby, the amount of air passing through the gap between the fin portion 254 and the leg shields (270b and 271a) is reduced, so that the temperature lowering effect of the inner wall surface of the cylinder bore 50a by the fin portion 254 is lowered. On the other hand, in the present embodiment, the fin portion 254 is provided only to the right of the cylinder axis C2, and the oil jacket 50b which does not require a gap with the leg shields (270b and 271a) is provided to the left of the cylinder axis C2. Therefore, the gap between the fin portion 254 and the leg shields (270b and 271a) can be largely ensured, so that the temperature lowering effect of the inner wall surface of the cylinder hole 50a by the fin portion 254 can be enhanced. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore 50a can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
再者,於本實施形態中,前外殼270之護腿板部270b與主體外殼271之護腿板部271a構成本發明之護腿板,但本發明之一對護腿板若為配置於車體框架204及引擎單元211之左右兩側且配置於乘坐在座部8之騎乘者之腿之前方者,則形狀並無特別限定。 Furthermore, in the present embodiment, the leg shield portion 270b of the front outer casing 270 and the leg shield portion 271a of the main body casing 271 constitute the leg shield of the present invention, but one of the leg shields of the present invention is disposed on the vehicle body frame 204 and The shape of the right and left sides of the engine unit 211 is disposed in front of the rider's leg of the seat portion 8, and the shape is not particularly limited.
<第3實施形態> <Third embodiment>
繼而,對本發明之第3實施形態進行說明。但,對於具有與上述第1實施形態及第2實施形態相同之構成者,採用相同符號,適當地省略其說明。本實施形態係對於圖10所示之機車301之引擎適用本發明之氣冷式單缸引擎之一例。以下之說明中使用之前後方向及左右方向之定義係與第1實施形態相同。 Next, a third embodiment of the present invention will be described. It is to be noted that the same components as those in the first embodiment and the second embodiment are denoted by the same reference numerals, and the description thereof will be omitted as appropriate. In the present embodiment, an example of the air-cooled single-cylinder engine of the present invention is applied to the engine of the locomotive 301 shown in Fig. 10 . The definitions of the front-rear direction and the left-right direction used in the following description are the same as those in the first embodiment.
[機車301之整體構成] [The overall composition of locomotive 301]
如圖10所示,本實施形態之機車301係運動型之機車。再者,本實施形態之引擎既可適用於公路型之機車,亦可適用於越野型之機車。機車301具有前輪302、後輪303、及車體框架304。車體框架304係作為整體沿前後方向延伸之形態。 As shown in Fig. 10, the locomotive 301 of the present embodiment is a sports locomotive. Furthermore, the engine of the present embodiment can be applied to both a road type locomotive and an off-road type locomotive. The locomotive 301 has a front wheel 302, a rear wheel 303, and a body frame 304. The body frame 304 is in a form of extending as a whole in the front-rear direction.
車體框架304係於其前部具有頭管304a。於頭管304a中,插入有轉向軸(未圖示)且使之可旋轉。轉向軸之上端部係連結於把手單元306。於把手單元306,固定著一對前叉307之上端部。前叉307之下端部係支持前輪302。 The body frame 304 has a head pipe 304a at its front portion. A steering shaft (not shown) is inserted into the head pipe 304a and is rotatable. The upper end of the steering shaft is coupled to the handle unit 306. In the handle unit 306, the upper ends of the pair of front forks 307 are fixed. The lower end of the front fork 307 supports the front wheel 302.
於車體框架304,支持著一對擺臂316且使之可擺動。擺臂316之後端部係支持後輪303。於相較各擺臂316之擺動中心更後方之部位與車體框架304之間安裝有後懸吊系統314。 The body frame 304 supports a pair of swing arms 316 and is swingable. The rear end of the swing arm 316 supports the rear wheel 303. A rear suspension system 314 is mounted between the portion rearward of the swing center of each swing arm 316 and the body frame 304.
於車體框架304之上部,支持著座部308與燃料箱317。燃料箱317係配置於座部308之前方。又,於車體框架304,支持著將車體框架304等覆蓋之車體外殼310。 On the upper portion of the body frame 304, the seat portion 308 and the fuel tank 317 are supported. The fuel tank 317 is disposed in front of the seat portion 308. Further, the vehicle body frame 304 supports the vehicle body casing 310 that covers the vehicle body frame 304 and the like.
又,於車體框架304,裝載有引擎單元311。引擎單元311係配置於燃料箱317之下方。引擎單元311係其上端部被車體外殼310所覆蓋,但大部分露出於外部。於引擎單元311之左右兩側,配置有擱腳台309。左右之擱腳台309係介隔棒狀之構件,由引擎單元311之下表面支持。 Further, an engine unit 311 is mounted on the vehicle body frame 304. The engine unit 311 is disposed below the fuel tank 317. The engine unit 311 has its upper end covered by the vehicle body casing 310, but is mostly exposed to the outside. On the left and right sides of the engine unit 311, a footrest 309 is disposed. The left and right footrests 309 are members that are separated by a rod and are supported by the lower surface of the engine unit 311.
[引擎單元311之構成] [Composition of engine unit 311]
引擎單元311係自然氣冷式之引擎單元。又,引擎單元311係OHC(Over Head Camshaft)型之4衝程循環單缸引擎單元。引擎單元311係相當於本發明之氣冷式單缸引擎。 The engine unit 311 is a naturally air-cooled engine unit. Further, the engine unit 311 is an OHC (Over Head Camshaft) type 4-stroke cycle single-cylinder engine unit. The engine unit 311 corresponds to the air-cooled single-cylinder engine of the present invention.
如圖11所示,引擎單元311具有:曲軸箱320、安裝於曲軸箱320之上端部之汽缸體321、安裝於汽缸體321之上端部之汽缸頭322、及 安裝於汽缸頭322之上端部之汽缸頭外殼323。再者,圖11係引擎單元311之俯視圖,且僅對汽缸體321表示剖面。 As shown in FIG. 11, the engine unit 311 includes a crankcase 320, a cylinder block 321 attached to an upper end portion of the crankcase 320, a cylinder head 322 attached to an upper end portion of the cylinder block 321, and A cylinder head housing 323 is mounted to the upper end of the cylinder head 322. 11 is a plan view of the engine unit 311, and shows only a cross section of the cylinder block 321 .
曲軸箱320之內部之結構係與第2實施形態大致相同。汽缸體321係連接於曲軸箱320之上端面。汽缸體321係鰭片部354之構成不同於第1實施形態之鰭片部54,而其他構成與第1實施形態之汽缸體21大致相同。於本實施形態中,汽缸軸線C3(汽缸孔50a之中心軸)係沿上下方向延伸。詳細而言,汽缸軸線C3係以汽缸部50之上端(汽缸頭322側之端部)相較下端(曲軸箱320側之端部)位於更前方之方式,相對於上下方向若干地傾斜。於圖10中,汽缸軸線C3之相對於上下方向之傾斜角度約為20度,但為0度以上45度以下之範圍內即可。配置於汽缸部50之內側之活塞33等之構成係與第1實施形態相同。 The structure inside the crankcase 320 is substantially the same as that of the second embodiment. The cylinder block 321 is coupled to the upper end surface of the crankcase 320. The configuration of the cylinder block 321 fin portion 354 is different from that of the fin portion 54 of the first embodiment, and the other configuration is substantially the same as that of the cylinder block 21 of the first embodiment. In the present embodiment, the cylinder axis C3 (the central axis of the cylinder bore 50a) extends in the vertical direction. Specifically, the cylinder axis C3 is inclined so as to be slightly inclined with respect to the vertical direction so that the upper end of the cylinder portion 50 (the end portion on the cylinder head 322 side) is located further forward than the lower end (the end portion on the crankcase 320 side). In Fig. 10, the inclination angle of the cylinder axis C3 with respect to the vertical direction is about 20 degrees, but it is preferably in the range of 0 degrees or more and 45 degrees or less. The configuration of the piston 33 and the like disposed inside the cylinder portion 50 is the same as that of the first embodiment.
本實施形態之引擎單元311係對應於使第2實施形態之引擎單元211維持著左右方向之朝向,而對於上下方向及前後方向改變斜率之情形。即,本實施形態之引擎單元311中與第2實施形態為相同構成者成為與使第2實施形態之引擎單元211維持著左右方向之朝向,而對於上下方向及前後方向改變斜率之情形相同之配置位置。故而,於本實施形態中,機油套50b形成於汽缸體221之左側部分與前側部分。 The engine unit 311 of the present embodiment corresponds to the case where the engine unit 211 of the second embodiment maintains the orientation in the left-right direction and changes the slope in the vertical direction and the front-rear direction. In other words, in the engine unit 311 of the present embodiment, the same configuration as that of the second embodiment is the same as the case where the engine unit 211 of the second embodiment is maintained in the left-right direction, and the slope is changed in the vertical direction and the front-rear direction. Configure the location. Therefore, in the present embodiment, the oil jacket 50b is formed on the left side portion and the front side portion of the cylinder block 221 .
如圖12所示,鰭片部354係形成於汽缸體321之外周部之大致整周。即,本實施形態之鰭片部354亦形成於汽缸體321之左表面(鏈條室形成部53之外表面)。又,與第2實施形態同樣地,鰭片部354於汽缸軸線C3之方向上,形成於汽缸體321之大致整個區域。於行駛中,藉由對於機車301沿前後方向流入之空氣與鰭片部354接觸,而使汽缸體321自鰭片部354進行散熱。 As shown in FIG. 12, the fin portion 354 is formed over substantially the entire circumference of the outer peripheral portion of the cylinder block 321 . That is, the fin portion 354 of the present embodiment is also formed on the left surface of the cylinder block 321 (the outer surface of the chain chamber forming portion 53). Further, similarly to the second embodiment, the fin portion 354 is formed in substantially the entire region of the cylinder block 321 in the direction of the cylinder axis C3. During running, the air flowing in the front-rear direction of the locomotive 301 comes into contact with the fin portion 354, and the cylinder block 321 dissipates heat from the fin portion 354.
汽缸頭322係介隔墊圈25,連接於汽缸體321之上端面。於汽缸頭322之下表面,形成有與汽缸孔50a一同地劃分燃燒室26之凹部61。於汽缸頭322之外表面,形成有汽缸頭鰭片部365。汽缸頭鰭片部365 係於以汽缸軸線C3為中心之圓周方向上形成於汽缸頭322之大致整個區域。又,汽缸頭鰭片部365係於汽缸軸線C3之方向上,形成於汽缸頭322之大致整個區域。 The cylinder head 322 is connected to the upper end surface of the cylinder block 321 via a gasket 25. On the lower surface of the cylinder head 322, a recess 61 is formed which divides the combustion chamber 26 together with the cylinder bore 50a. A cylinder head fin portion 365 is formed on the outer surface of the cylinder head 322. Cylinder head fin section 365 A substantially entire area of the cylinder head 322 is formed in a circumferential direction centering on the cylinder axis C3. Further, the cylinder head fin portion 365 is formed in the direction of the cylinder axis C3 and formed in substantially the entire area of the cylinder head 322.
汽缸頭322之前部係被汽缸頭外殼323所覆蓋。汽缸頭322與汽缸頭外殼323之內部之構成係與第1實施形態大致相同。於本實施形態中,因汽缸軸線C3沿上下方向延伸,故進氣通道62形成於汽缸頭322之後側部分,且排氣通道63形成於汽缸頭322之前側部分。 The front of the cylinder head 322 is covered by the cylinder head housing 323. The configuration of the inside of the cylinder head 322 and the cylinder head housing 323 is substantially the same as that of the first embodiment. In the present embodiment, since the cylinder axis C3 extends in the up and down direction, the intake passage 62 is formed at the rear side portion of the cylinder head 322, and the exhaust passage 63 is formed at the front side portion of the cylinder head 322.
本實施形態之引擎單元311中之潤滑機油之流動係與第2實施形態相同。於本實施形態中,鰭片部354與機油套50b相當於本發明之機油蒸發抑制部。 The flow of the lubricating oil in the engine unit 311 of the present embodiment is the same as that of the second embodiment. In the present embodiment, the fin portion 354 and the oil jacket 50b correspond to the oil evaporation suppressing portion of the present invention.
以上所說明之本實施形態之引擎單元311具備機油蒸發抑制部,該機油蒸發抑制部包含鰭片部354、及形成於相較該鰭片部354之圓周方向範圍更小之圓周方向範圍且於內部潤滑機油以充滿狀態流動之機油套50b。因而,與第1實施形態之引擎12相同地,可一邊抑制製造成本,一邊抑制附著於汽缸孔50a之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。其他方面而言,關於與第1實施形態相同之構成,可發揮第1實施形態中說明之效果。 The engine unit 311 of the present embodiment described above includes an oil evaporation suppressing portion including a fin portion 354 and a circumferential direction range smaller than a circumferential direction of the fin portion 354 and The internal lubricating oil flows into the oil jacket 50b in a full state. Therefore, similarly to the engine 12 of the first embodiment, the evaporation of the lubricating oil adhering to the inner wall surface of the cylinder bore 50a can be suppressed while suppressing the manufacturing cost, and the consumption of the lubricating oil can be further reduced. In other respects, the same configuration as that of the first embodiment can exhibit the effects described in the first embodiment.
以上,對於本發明之較佳之實施形態進行了說明,但本發明並非限定於上述實施形態者,只要揭示於申請專利範圍中便可進行各種之變更。又,下述變化例可適當地組合進行實施。再者,本說明書中提及之「較佳為」之術語為非排他性者,且表示「較佳為但不限定於此」之意思。 The preferred embodiments of the present invention have been described above, but the present invention is not limited to the embodiments described above, and various modifications can be made without departing from the scope of the invention. Further, the following modifications can be carried out in combination as appropriate. In addition, the term "preferably" as used in the specification is non-exclusive and means "preferably, but not limited to".
於上述第1及第2實施形態中,汽缸體21、221之鰭片部54、254係於以汽缸軸線為中心之圓周方向上,設置於除了鏈條室55側之部分以外之部分,但鰭片部54、254之相對於圓周方向之位置不僅限於此。例如,亦可將鰭片部54、254設置於汽缸體之整周。 In the above-described first and second embodiments, the fin portions 54 and 254 of the cylinder blocks 21 and 221 are provided in a circumferential direction around the cylinder axis, and are provided in a portion other than the portion on the side of the chain chamber 55, but the fins are provided. The position of the sheets 54, 254 with respect to the circumferential direction is not limited thereto. For example, the fin portions 54, 254 may be disposed over the entire circumference of the cylinder block.
又,於上述第3實施形態中,汽缸體321之鰭片部354係設置於汽缸體321之整周,但鰭片部354之相對於圓周方向之位置不僅限於此。例如,亦可將鰭片部354設置於除了鏈條室55側之部分以外之部分。 Further, in the third embodiment, the fin portion 354 of the cylinder block 321 is provided over the entire circumference of the cylinder block 321, but the position of the fin portion 354 with respect to the circumferential direction is not limited thereto. For example, the fin portion 354 may be provided at a portion other than the portion on the side of the chain chamber 55.
上述第1~第3實施形態係於汽缸頭22、322之外表面設置有汽缸頭鰭片部65、365,但汽缸頭鰭片部65、365之形成位置(相對於以汽缸軸線為中心之圓周方向之位置、及相對於汽缸軸線方向之位置)並非限定於上述第1~第3實施形態。又,亦可不設置汽缸頭鰭片部。 In the first to third embodiments described above, the cylinder head fin portions 65 and 365 are provided on the outer surfaces of the cylinder heads 22 and 322, but the cylinder head fin portions 65 and 365 are formed at positions (relative to the cylinder axis center). The position in the circumferential direction and the position in the cylinder axis direction are not limited to the above-described first to third embodiments. Further, the cylinder head fin portion may not be provided.
上述第1~第3實施形態係藉由於汽缸部50之汽缸頭22側之端面形成槽部而形成機油套50b,但本發明之機油套之構成並非僅限於此。例如圖13所示之汽缸體421係包含形成汽缸孔50a之汽缸部421a、及配置於汽缸部421a之外周之本體部421b。於本體部421b之內周面之汽缸頭222側之端部,形成有沿圓周方向延伸之切口450b。藉由該切口450b與汽缸部421a之外周面而形成機油套421c。 In the above-described first to third embodiments, the oil jacket 50b is formed by forming the groove portion on the end surface of the cylinder portion 50 on the cylinder head 22 side. However, the configuration of the oil jacket of the present invention is not limited thereto. For example, the cylinder block 421 shown in FIG. 13 includes a cylinder portion 421a that forms a cylinder hole 50a, and a body portion 421b that is disposed on the outer circumference of the cylinder portion 421a. A slit 450b extending in the circumferential direction is formed at an end portion of the inner peripheral surface of the main body portion 421b on the cylinder head 222 side. The oil jacket 421c is formed by the slit 450b and the outer peripheral surface of the cylinder portion 421a.
於上述第1~第3實施形態中,機油套50b係設置於汽缸體21、221、321之汽缸頭22、222、322側之端部,但機油套50b之相對於汽缸軸線方向之位置不僅限於此。機油套亦可於汽缸軸線方向上,形成於自汽缸頭之汽缸頭側之端面向與汽缸頭之相反側分離之位置。但,機油套較佳為相較活塞33之上死點與下死點之中間位置,設置於汽缸頭側。例如,亦可取代於圖13之汽缸體421之本體部421b之內周面形成切口450b,而於本體部421b之內周面形成沿圓周方向延伸之槽,藉此,該變化例便可進行實施。 In the first to third embodiments, the oil jacket 50b is provided at the end portions of the cylinder heads 22, 222, and 322 of the cylinder blocks 21, 221, and 321 but the position of the oil jacket 50b with respect to the cylinder axis direction is not limited. Limited to this. The oil jacket may also be formed in the cylinder axis direction at a position from the cylinder head side end of the cylinder head to a position separated from the opposite side of the cylinder head. However, the oil jacket is preferably disposed at the cylinder head side in comparison with the intermediate position between the top dead center and the bottom dead center of the piston 33. For example, instead of the inner peripheral surface of the body portion 421b of the cylinder block 421 of Fig. 13, a slit 450b may be formed, and a groove extending in the circumferential direction may be formed on the inner peripheral surface of the body portion 421b, whereby the variation can be performed. Implementation.
於上述第1~第3實施形態中,機油套50b係設置於自汽缸軸線方向觀察,時針之約2點之位置至約7點之位置為止之範圍內,但機油套50b之相對於以汽缸軸線為中心之圓周方向之位置不僅限於此。若機油套之圓周方向範圍小於汽缸體之鰭片部之圓周方向範圍,則可將機油套設置於任何位置。機油套較佳為設置於以汽缸軸線為中心之圓周 方向上相較進氣通道62更接近排氣通道63之位置。 In the first to third embodiments, the oil jacket 50b is provided in a range from about 2 o'clock to the position of about 7 o'clock when viewed from the cylinder axis direction, but the oil jacket 50b is opposed to the cylinder. The position in the circumferential direction in which the axis is centered is not limited to this. If the circumferential direction of the oil jacket is smaller than the circumferential direction of the fin portion of the cylinder block, the oil jacket can be placed at any position. The oil jacket is preferably disposed on a circumference centered on the cylinder axis The position is closer to the position of the exhaust passage 63 than the intake passage 62.
於上述第1~第3實施形態中,機油套50b係於以汽缸軸線為中心之圓周方向上,設置於鏈條室55之圓周方向範圍之大致整個區域,但機油套50b既可設置於僅與該圓周方向範圍之一部分重疊之圓周方向範圍,亦可設置於不與該圓周方向範圍重疊之圓周方向範圍。 In the first to third embodiments, the oil jacket 50b is provided in the circumferential direction around the cylinder axis, and is provided over substantially the entire circumference of the chain chamber 55. However, the oil jacket 50b may be provided only in the circumferential direction. The circumferential direction range in which one of the circumferential direction ranges partially overlaps may be set in a circumferential direction range that does not overlap the circumferential direction range.
於上述第1~第3實施形態中,機油套50b係於以汽缸軸線為中心之圓周方向上,設置於排氣通道63之圓周方向範圍之整個區域,但機油套50b既可設置於僅與排氣通道63之圓周方向範圍之一部分重疊之圓周方向範圍,亦可設置於不與排氣通道63之圓周方向範圍重疊之圓周方向範圍。例如,機油套亦可於以汽缸軸線為中心之圓周方向上,設置於進氣通道62與排氣通道63之中間之位置。 In the first to third embodiments, the oil jacket 50b is provided in the circumferential direction around the cylinder axis, and is provided over the entire circumferential direction of the exhaust passage 63. However, the oil jacket 50b may be provided only in the circumferential direction. The circumferential direction range in which one of the circumferential direction ranges of the exhaust passage 63 partially overlaps may be provided in a circumferential direction range that does not overlap with the circumferential direction range of the exhaust passage 63. For example, the oil jacket may be disposed at a position intermediate the intake passage 62 and the exhaust passage 63 in a circumferential direction centered on the cylinder axis.
於第3實施形態中適用上述變化例之情形時,亦可發揮以下之效果。 When the above-described variation is applied to the third embodiment, the following effects can be exhibited.
於第3實施形態中,汽缸軸線係沿上下方向延伸。因而,行駛時之風向成為與汽缸軸線交叉之方向,從而汽缸體321之外表面上之前表面(排氣通道63側之面)最受風。故而,作為第3實施形態之變化例,將機油套50b於以汽缸軸線為中心之圓周方向上設置於不與排氣通道63之圓周方向範圍重疊之圓周方向範圍之情形時,可藉由鰭片部354而有效地降低汽缸孔50a之內壁面之溫度。 In the third embodiment, the cylinder axis extends in the vertical direction. Therefore, the wind direction at the time of traveling becomes the direction intersecting the cylinder axis, so that the front surface (the surface on the side of the exhaust passage 63) on the outer surface of the cylinder block 321 is most subjected to the wind. Therefore, as a variation of the third embodiment, when the oil jacket 50b is provided in the circumferential direction centering on the cylinder axis without being circumferentially overlapping the circumferential direction of the exhaust passage 63, the fin can be used. The sheet portion 354 effectively reduces the temperature of the inner wall surface of the cylinder bore 50a.
於上述第1~第3實施形態中,汽缸體21、221、321之機油套50b形成有汽缸軸線方向上連續之1個空間,但機油套亦可形成有在汽缸軸線方向上排列地形成之複數個空間。例如,於圖13之汽缸體421之本體部421b之內周面上,以與切口450b排列於汽缸軸線方向上之方式,形成沿圓周方向延伸之槽部,藉此,該變化例便可進行實施。 In the above-described first to third embodiments, the oil jackets 50b of the cylinder blocks 21, 221, and 321 are formed with one space continuous in the cylinder axis direction, but the oil jackets may be formed to be aligned in the cylinder axis direction. Multiple spaces. For example, in the inner peripheral surface of the main body portion 421b of the cylinder block 421 of Fig. 13, a groove portion extending in the circumferential direction is formed so as to be aligned with the slit 450b in the cylinder axis direction, whereby the variation can be performed. Implementation.
於上述第1~第3實施形態中,汽缸體21、221、321之機油套50b形成有在以汽缸軸線為中心之圓周方向上連續之1個空間,但機油套 亦可形成有在以汽缸軸線為中心之圓周方向上排列地形成之複數個空間。 In the above-described first to third embodiments, the oil jacket 50b of the cylinder blocks 21, 221, and 321 is formed with one space continuous in the circumferential direction around the cylinder axis, but the oil jacket A plurality of spaces formed in a circumferential direction centering on the cylinder axis may be formed.
於上述第1~第3實施形態中,僅於汽缸體21、221、321設置有機油套50b,但可例如圖14及圖15所示,亦於汽缸頭(522),設置潤滑機油以充滿狀態流動之機油套(以下,稱為汽缸頭機油套)(566a)。汽缸頭機油套若為使潤滑機油流動於凹部61之外側之構成,則位置並無特別限定。汽缸頭機油套亦可例如圖14及圖15所示,設置於與汽缸體(21)之機油套(50b)相同之圓周方向範圍。又,汽缸頭機油套亦可設置於與凹部61在汽缸軸線方向上重疊之區域。較佳為,汽缸頭機油套設置於在以汽缸軸線為中心之圓周方向上相較進氣通道62更接近排氣通道63之位置。 In the first to third embodiments, the organic oil jacket 50b is provided only for the cylinder blocks 21, 221, and 321 . However, as shown in FIGS. 14 and 15 , lubricating oil may be provided to the cylinder head ( 522 ) to fill the cylinder head ( 522 ). The state of the oil canister (hereinafter referred to as the cylinder head oil jacket) (566a). The position of the cylinder head oil jacket is such that the lubricating oil flows on the outer side of the recess 61, and the position is not particularly limited. The cylinder head oil jacket may be provided in the same circumferential direction range as the oil jacket (50b) of the cylinder block (21), as shown in Figs. 14 and 15, for example. Further, the cylinder head oil jacket may be provided in a region overlapping the recess 61 in the cylinder axis direction. Preferably, the cylinder head oil jacket is disposed at a position closer to the exhaust passage 63 than the intake passage 62 in the circumferential direction centered on the cylinder axis.
於汽缸頭設置有汽缸頭機油套之情形時,較佳為,於汽缸頭之外表面設置汽缸頭鰭片部。藉此,便可進一步降低作為熱源之汽缸頭之溫度。如上所述,因於凹部61幾乎未附著潤滑機油,故而,汽缸頭中幾乎不產生潤滑機油之蒸發。然而,汽缸頭係相較汽缸體成為更高溫,因此,可藉由使汽缸頭之溫度降低,而降低自汽缸頭傳遞至汽缸體之熱量。因而,可進一步降低汽缸孔50a之內壁面之溫度,從而可抑制潤滑機油之蒸發。故而,可進一步降低潤滑機油之消耗量。 In the case where the cylinder head is provided with the cylinder head oil jacket, it is preferable to provide the cylinder head fin portion on the outer surface of the cylinder head. Thereby, the temperature of the cylinder head as a heat source can be further reduced. As described above, since the lubricating oil is hardly adhered to the concave portion 61, almost no evaporation of the lubricating oil occurs in the cylinder head. However, the cylinder head system is at a higher temperature than the cylinder block, and therefore, the heat transferred from the cylinder head to the cylinder block can be reduced by lowering the temperature of the cylinder head. Therefore, the temperature of the inner wall surface of the cylinder hole 50a can be further reduced, so that evaporation of the lubricating oil can be suppressed. Therefore, the consumption of lubricating oil can be further reduced.
又,於在汽缸頭設置汽缸頭機油套,且相較活塞33之上死點與下死點之中間位置於汽缸頭側亦在汽缸體設置機油套之情形時,機油套與汽缸頭機油套被設置於接近汽缸軸方向之位置。因而,與將機油套與汽缸頭機油套設置於分離之位置之情形相比,可簡化將潤滑機油供給至機油套與汽缸頭機油套之構成,從而可實現引擎小型化。 In addition, when the cylinder head oil jacket is disposed at the cylinder head, and the oil jacket is disposed on the cylinder head side at the cylinder head side in the middle of the top dead center and the bottom dead center of the piston 33, the oil jacket and the cylinder head oil jacket It is placed at a position close to the cylinder axis direction. Therefore, the configuration in which the lubricating oil is supplied to the oil jacket and the cylinder head oil jacket can be simplified as compared with the case where the oil jacket and the cylinder head oil jacket are disposed at separate positions, so that the engine can be miniaturized.
圖14之汽缸頭522之汽缸頭機油套566a係包含形成於汽缸體21側之面之槽部。於汽缸頭機油套566a之圓周方向兩端,形成有沿徑向外側延伸之2個連通部566b、566c。汽缸頭機油套566a及2個連通部 566b、566c係經由墊圈25之孔,而與汽缸體21之機油套50b及2個連通部50c、50d分別在汽缸軸線方向上連通。 The cylinder head oil jacket 566a of the cylinder head 522 of Fig. 14 includes a groove portion formed on the surface of the cylinder block 21 side. Two communicating portions 566b and 566c extending radially outward are formed at both ends of the cylinder head oil jacket 566a in the circumferential direction. Cylinder head oil jacket 566a and two communication parts 566b and 566c communicate with the oil jacket 50b of the cylinder block 21 and the two communication portions 50c and 50d in the cylinder axis direction via the holes of the washer 25.
於圖15中,墊圈625不同於圖14之墊圈25,而其他構成與圖14相同。墊圈625係於與機油套50b對向之位置未形成孔。因而,機油套50b與汽缸頭機油套566a被墊圈625阻斷連通。 In Fig. 15, the washer 625 is different from the washer 25 of Fig. 14, and other configurations are the same as those of Fig. 14. The washer 625 is not formed with a hole at a position opposed to the oil jacket 50b. Thus, the oil jacket 50b and the cylinder head oil jacket 566a are blocked in communication by the gasket 625.
再者,於圖15中,墊圈625亦於與2個連通部50c、50d對應之位置不具有孔,但墊圈625亦可於與2個連通部50c、50d之一個或兩者對應之位置具有孔。又,亦可於墊圈625,形成相較機油套50b之圓周方向範圍更小之圓周方向範圍之孔,且使機油套50b之圓周方向一部分與汽缸頭機油套566a之圓周方向一部分於汽缸軸線方向上連通。 Further, in Fig. 15, the washer 625 does not have a hole at a position corresponding to the two communicating portions 50c, 50d, but the washer 625 may have a position corresponding to one or both of the two communicating portions 50c, 50d. hole. Further, in the gasket 625, a hole having a circumferential range smaller than the circumferential direction of the oil jacket 50b may be formed, and a part of the circumferential direction of the oil jacket 50b and the circumferential direction of the cylinder head oil jacket 566a may be partially in the cylinder axis direction. Connected on.
於如圖14及圖15所示,機油套(50b)與汽缸頭機油套(566a)之圓周方向範圍相同之情形時,可藉由於汽缸孔50a之內壁面上之尤其容易達到高溫之圓周方向區域,設置機油套(50b)與汽缸頭機油套(566a),而使汽缸孔50a之內壁面之溫度進一步降低。故而,可進一步抑制汽缸孔50a之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油之消耗量。 As shown in FIG. 14 and FIG. 15, when the oil jacket (50b) and the cylinder head oil jacket (566a) have the same circumferential direction range, the circumferential direction of the inner wall surface of the cylinder bore 50a is particularly easy to reach a high temperature. In the region, the oil jacket (50b) and the cylinder head oil jacket (566a) are disposed to further lower the temperature of the inner wall surface of the cylinder bore 50a. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore 50a can be further suppressed, so that the consumption of the lubricating oil can be further reduced.
又,因機油套(50b)與汽缸頭機油套(566a)之圓周方向範圍相同,故而,將潤滑機油供給至機油套(50b)之構成可兼作將潤滑機油供給至汽缸頭機油套(566a)之構成,故可將引擎進一步小型化。 Moreover, since the oil jacket (50b) and the cylinder head oil jacket (566a) have the same circumferential direction range, the lubricating oil is supplied to the oil jacket (50b), and the lubricating oil can be supplied to the cylinder head oil jacket (566a). With this configuration, the engine can be further miniaturized.
亦可於潤滑機油之潤滑路徑,配置將潤滑機油冷卻之機油冷卻機。藉由行駛風碰撞機油冷卻機,而將通過機油冷卻機之潤滑機油冷卻。例如圖17所示,亦可將機油冷卻機370相較引擎單元311配置於更前方且更上方,且經由未圖示之管連接於引擎單元311。又,機油冷卻機亦可直接安裝於氣冷式單缸引擎。可藉由設置機油冷卻機,而使供給至汽缸孔50a內之潤滑機油之溫度降低。因而,可進一步抑制汽缸孔50a之內壁面上之潤滑機油之蒸發,從而可進一步降低潤滑機油 之消耗量。 It can also be used to lubricate the lubricating oil lubrication path with an oil cooler that cools the oil. The lubricating oil passing through the oil cooler is cooled by the traveling wind colliding with the oil cooler. For example, as shown in FIG. 17, the oil cooler 370 may be disposed further forward and above than the engine unit 311, and may be connected to the engine unit 311 via a pipe (not shown). In addition, the oil cooler can be directly installed in an air-cooled single-cylinder engine. The temperature of the lubricating oil supplied into the cylinder bore 50a can be lowered by providing the oil cooler. Therefore, the evaporation of the lubricating oil on the inner wall surface of the cylinder bore 50a can be further suppressed, thereby further reducing the lubricating oil Consumption.
於上述第1~第3實施形態中,藉由形成於汽缸頭之凹部61、汽缸孔50a之內面、及活塞33而形成燃燒室26,但形成汽缸頭之燃燒室26之部分亦可並非為凹狀。 In the first to third embodiments described above, the combustion chamber 26 is formed by the concave portion 61 formed in the cylinder head, the inner surface of the cylinder bore 50a, and the piston 33. However, the portion of the combustion chamber 26 forming the cylinder head may not be It is concave.
於上述第1~第3實施形態中,汽缸體21、221、321、汽缸頭22、222、322、及汽缸頭外殼23、223、323係不同構件,但該等之任2個或3個亦可一體成形。 In the first to third embodiments, the cylinder blocks 21, 221, and 321, the cylinder heads 22, 222, and 322, and the cylinder head casings 23, 223, and 323 are different members, but any two or three of the cylinder blocks. It can also be formed in one piece.
於上述第1~第3實施形態中,將正時鏈條44捲繞於設置在凸輪軸41之鏈輪42與設置在曲柄軸30之鏈輪43,但用以將曲柄軸30之旋轉傳遞至凸輪軸41之構成並非限定於以上所述。作為設置於凸輪軸41及曲柄軸30之旋轉體,亦可取代鏈輪42、43而設置皮帶輪,且取代作為動力傳遞構件之正時鏈條44而使用正時型皮帶。 In the first to third embodiments described above, the timing chain 44 is wound around the sprocket 42 provided on the cam shaft 41 and the sprocket 43 provided on the crankshaft 30, but is used to transmit the rotation of the crankshaft 30 to The configuration of the cam shaft 41 is not limited to the above. As the rotating body provided to the camshaft 41 and the crankshaft 30, a pulley may be provided instead of the sprocket 42, 42, and a timing belt may be used instead of the timing chain 44 as a power transmission member.
於上述第1~第3實施形態中,進氣通道62及排氣通道63係自汽缸軸線方向觀察,與上下方向或前後方向大致平行地延伸(參照圖4等),但進氣通道62及排氣通道63之形狀並非限定於此。 In the above-described first to third embodiments, the intake passage 62 and the exhaust passage 63 extend substantially parallel to the vertical direction or the front-rear direction as viewed in the cylinder axis direction (see FIG. 4 and the like), but the intake passage 62 and The shape of the exhaust passage 63 is not limited to this.
若形成於進氣通道62之凹部61之開口端之位置與上述第1~第3實施形態大致相同,且進氣通道62之相反側之開口形成於汽缸體之下表面(第1~第3實施形態之變化例)或前表面(第3實施形態之變化例),則進氣通道62既可自汽缸軸線方向觀察時彎曲,亦可以自汽缸軸線方向觀察時相對於上下方向傾斜之方式直線狀延伸。 The position of the opening end of the recessed portion 61 formed in the intake passage 62 is substantially the same as that of the first to third embodiments, and the opening on the opposite side of the intake passage 62 is formed on the lower surface of the cylinder block (1st to 3rd) In the modified example of the embodiment or the front surface (variation of the third embodiment), the intake passage 62 may be bent when viewed from the cylinder axis direction, or may be linearly inclined with respect to the vertical direction when viewed from the cylinder axis direction. Extended.
同樣地,若形成於排氣通道63之凹部61之開口端之位置與上述第1~第3實施形態大致相同,且排氣通道63之相反側之開口形成於汽缸體之上表面(第1~第3實施形態之變化例)或後表面(第3實施形態之變化例),則排氣通道63既可自汽缸軸線方向觀察時彎曲,亦可以自汽缸軸線方向觀察時相對於上下方向傾斜之方式直線狀延伸。 Similarly, the position of the opening end of the recessed portion 61 formed in the exhaust passage 63 is substantially the same as that of the above-described first to third embodiments, and the opening on the opposite side of the exhaust passage 63 is formed on the upper surface of the cylinder block (first In the modified example of the third embodiment or the rear surface (variation of the third embodiment), the exhaust passage 63 may be bent when viewed from the cylinder axis direction, or may be inclined with respect to the vertical direction when viewed from the cylinder axis direction. The way is linearly extended.
於該變化例之情形時,機油套50b較佳為於以汽缸軸線為中心之 圓周方向上,至少形成於排氣通道63中之與汽缸孔50a重疊之部分之圓周方向範圍之整個區域。 In the case of this variation, the oil jacket 50b is preferably centered on the cylinder axis. In the circumferential direction, at least the entire area of the circumferential direction of the portion of the exhaust passage 63 that overlaps with the cylinder hole 50a is formed.
於上述第1~第3實施形態中,進氣閥38僅設置有1個,但亦可將進氣通道62形成為二叉形狀,且將2個進氣閥38於左右方向上排列地設置。對於排氣閥39而言,亦可同樣地設置2個。 In the first to third embodiments, only one intake valve 38 is provided. However, the intake passage 62 may be formed in a bifurcated shape, and the two intake valves 38 may be arranged in the left-right direction. . Two exhaust valves 39 can be provided in the same manner.
於上述第1及第2實施形態中,汽缸軸線方向係沿前後方向延伸,但亦可沿上下方向延伸。 In the first and second embodiments described above, the cylinder axis direction extends in the front-rear direction, but may extend in the vertical direction.
又,於上述第3實施形態中,汽缸軸線方向係沿上下方向延伸,但亦可沿前後方向延伸。 Further, in the third embodiment described above, the cylinder axis direction extends in the vertical direction, but may extend in the front-rear direction.
上述第1~第3實施形態之引擎或引擎單元係氣冷式之OHC型4衝程循環單缸引擎,但亦可將本發明適用於除此以外之氣冷式單缸引擎。再者,本發明中所謂之氣冷式引擎係指至少具有氣冷作為冷卻方式之引擎。 The engine or the engine unit according to the first to third embodiments described above is an air-cooled OHC type four-stroke cycle single-cylinder engine, but the present invention can also be applied to other air-cooled single-cylinder engines. Further, the air-cooled engine in the present invention means an engine having at least air cooling as a cooling method.
本發明之跨坐型車輛並非限定於上述第1~第3實施形態之機車。再者,所謂跨坐型車輛係指騎乘者以跨坐之狀態騎乘之車輛之整體。本發明之跨坐型車輛中,包含機車、三輪機車、四輪越野車(ATV:All Terrain Vehicle(全地形型車輛))、水上機車、雪上摩托車等。 The straddle type vehicle of the present invention is not limited to the locomotives of the first to third embodiments described above. Further, the straddle type vehicle refers to the entire vehicle in which the rider rides in a straddle state. The straddle type vehicle of the present invention includes a locomotive, a three-wheeled vehicle, a four-wheeled off-road vehicle (ATV: All Terrain Vehicle), a water locomotive, a snowmobile, and the like.
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PCT/JP2015/066254 WO2016002426A1 (en) | 2014-06-30 | 2015-06-04 | Air-cooled single-cylinder engine, and saddled vehicle |
PCT/JP2015/066256 WO2016002428A1 (en) | 2014-06-30 | 2015-06-04 | Air-cooled single-cylinder engine, and saddled vehicle |
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WO2020141570A1 (en) * | 2019-01-04 | 2020-07-09 | ヤマハ発動機株式会社 | Manual transmission (mt) engine unit with shift pedal, and saddle-type vehicle provided with said engine unit |
JP7265898B2 (en) * | 2019-03-19 | 2023-04-27 | 本田技研工業株式会社 | internal combustion engine |
JP7453012B2 (en) * | 2020-02-14 | 2024-03-19 | 本田技研工業株式会社 | air-cooled internal combustion engine |
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CN114508400B (en) * | 2022-02-14 | 2024-01-16 | 东风汽车集团股份有限公司 | Engine lubrication cooling system, engine and car |
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